Train control method and on-board controller

Abstract

The present disclosure provides a train control method and an on-board controller. It is used to improve the safety of train operation. It includes: 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 every first specified time period; 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; the train is controlled to run based on the current point MA, and the route information sent by the target interlocking device is received every second specified time period, the current point MA is updated based on the route information, and the train is controlled to run based on the updated current point MA.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a train control method and an on-board controller. 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, 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 switch information and signal information within 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 ensure the safe operation of the train. However, this method requires the deployment of multiple LEUs and active balises along the track line, resulting in high costs. In addition, the point MA calculated by this method is valid once and is fixed. However, once the train enters the current route, if abnormal conditions such as switch changes occur within the route, the safety of the train operation will be reduced. 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, applied to an onboard controller, the method comprising:

[0006] When a train is running in RM mode with an interlocking level as the control level, an identifier of a first target signal is sent to a target interlocking device at intervals of a first specified time, so that the target interlocking device determines a 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;

[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 locomotive of the train and the first target signal is less than a 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 locomotive of the train;

[0008] Controlling the train to run based on the current point-type MA, and receiving route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of a central signal ahead of the train, track section information, and switch information;

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

[0010] In this embodiment, after the train obtains the current point MA at the point control level, each time it receives route information from the target interlocking device, it updates the current point MA based on the route information and controls the train to operate based on the updated point MA. Therefore, the train's current point MA in this embodiment of the application is updated as the route information changes, and is not static, thereby improving the safety of train operation.

[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 includes:

[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 end position of the route.

[0015] In one embodiment, the signal status information includes the current status of each signal in front of the train; if the track section information indicates that the status information of each route within the target range of the train is normal, and the switch information indicates that there is no abnormality in the switch;

[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 all second target signals are the first state, then based on the state information of the signal, traversing each third target signal located ahead of the train except the second target signals in order of target, wherein the second target signal is a signal within the current point-type MA;

[0018] For any third target signal that is traversed, 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 start position and an MA end position of the current point-type MA.

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

[0022] If the length of the current 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 MA, and the current point MA is determined as the updated current 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, updating the current point 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 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 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 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 a train is running in RM mode with an interlocking level as the control level, an identifier of a first target signal is sent to a target interlocking device at intervals of a first specified time, so that the target interlocking device determines a 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;

[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 locomotive of the train and the first target signal is less than a 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 locomotive of the train;

[0034] Controlling the train to run based on the current point-type MA, and receiving route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of a central signal ahead of the train, track section information, and switch information;

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

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

[0037] The processor determines the current point MA of the train based on the position of the rear end of the train, and is specifically configured to:

[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 end position of the route.

[0040] In one embodiment, the signal status information includes the current status of each signal in front of the train; if the track section information indicates that the status information of each route within the target range of the train is normal, and the switch information indicates that there is no abnormality in the switch;

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

[0042] If it is determined based on the state information of the signal that the current states of all second target signals are the first state, then based on the state information of the signal, traversing each third target signal located ahead of the train except the second target signals in order of target, wherein the second target signal is a signal within the current point-type MA;

[0043] For any third target signal that is traversed, 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 MA, determine that the length of the current point MA is not greater than the specified length, wherein the length of the current point MA is obtained by the MA starting position and the MA end position of the current point MA.

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

[0047] If the length of the current 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 MA, and the current point MA is determined as the updated current 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 to:

[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 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 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 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 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 disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0057] Figure 1 Schematic diagram of a train control scenario in the prior art according to one embodiment of the present disclosure;

[0058] Figure 2 Schematic diagram of a scenario of a train control method according to one embodiment of the present disclosure;

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

[0060] Figure 4 Schematic diagram of determining a target interlocking device according to one 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 Schematic diagram of a process for updating the current point MA according to one embodiment of the present disclosure;

[0064] Figure 8 FIG1 is a schematic diagram of updating the current point MA according to an embodiment of the present disclosure;

[0065] Figure 9 This is a second schematic diagram of updating the current point MA according to one embodiment of the present disclosure;

[0066] Figure 10 This is a third schematic diagram of updating the current point MA according to one embodiment of the present disclosure;

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

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

[0069] Figure 13This is a schematic diagram of a train's previous route being abnormally occupied according to one embodiment of the present disclosure;

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

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

[0072] To make the objectives, technical solutions, and advantages of the embodiments of the present disclosure more clear, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present disclosure without making any creative efforts shall fall 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 between associated objects, indicating that three relationships can exist. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally indicates that the associated objects 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. Persons skilled in the art will appreciate that, as new application scenarios emerge, the technical solutions provided by the embodiments of the present disclosure will also be applicable to similar technical problems. In the description of the present disclosure, unless otherwise specified, "multiple" means two or more.

[0075] In existing technology, when a train operates at the point control level, multiple LEUs and active balises must be deployed along the track, resulting in high costs. Furthermore, the point MA calculated using this method is only valid once and remains fixed. However, once a train enters the current route, if abnormal conditions such as switch changes occur within the route, the train's operation safety may be compromised.

[0076] Therefore, the present disclosure provides a train control method. In this embodiment, after a train determines its current point MA at the point control level, it updates the current point MA based on each received route information from the interlocking device. Thus, the train's current point MA in this embodiment is updated as route information changes, rather than being static, thereby improving train operation safety. The following describes the disclosed solution in detail with reference to 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.

[0078] When the train is running in the RM mode with the control level being the interlocking level, the ATP device 2011 in the onboard controller 201 sends the identifier 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 identifier 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] The description of this application only details a single onboard controller 201, a single ATP device 2011, and a single interlocking device 202. However, those skilled in the art should understand that the illustrated onboard controller 201, ATP device 2011, and interlocking device 202 are intended to illustrate that the technical solution of this application involves the operation of the onboard controller 201, ATP device 2011, and interlocking device 202. This does not imply any limitation on the number, type, or location of the onboard controllers 201, ATP devices 2011, and interlocking devices 202. It should be noted that adding additional modules to the illustrated environment or removing individual modules from it does not change the underlying concepts of the exemplary embodiments of this application.

[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 respect.

[0083] like Figure 3 FIG. 1 is a flow chart of a train control method disclosed herein, 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 intervals of a first specified time, so that the target interlocking device determines a 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 valid position range, so the on-board controller can obtain the valid position range of the locomotive position based on the locomotive position of the train, and use the correspondence between each interlocking device and the valid position range to obtain the target interlocking device corresponding to the valid position range of the locomotive position. And in the embodiment of the present application, the target interlocking device changes as the train runs. 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 locomotive is in valid position range A, the train's onboard controller is connected to interlocking device 1, and the target interlocking device corresponding to the train is interlocking device 1. When the locomotive moves into valid position range B, the train's onboard controller disconnects from interlocking device 1 and establishes a connection with interlocking device 2, and the target interlocking device corresponding to the train is 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 locomotive of the train and the first target signal is less than a 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 locomotive of the train;

[0088] like Figure 5 As shown in the figure, 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 the ZC (zone controller) devices are disconnected from each other, 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, from Figure 6 As can be seen from the figure, the first target signal corresponding to the train is signal S2. If the distance between the locomotive and the first target signal is less than the first specified distance, the train's control level 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 based on the position of the rear end 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 As can be seen from the diagram, the signal at the beginning of route b is in the first state, and the signal at the end 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 is based on the direction of the train's running as 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. 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 train's running direction, 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. 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: Controlling the train to run based on the current point-type MA, and receiving route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of the central signal ahead of the train, track section information, and switch information;

[0095] In the embodiments of the present application, signal status information includes the current status of each signal ahead of the train. Track section information includes status information of each approach ahead of the train, where the approach status information includes whether the approach is normal or faulty. Switch information includes status information of switches on each approach ahead of the train, where the switch status information includes one of: normal switch, changed switch position, or lost switch status.

[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 the first status, the second status and the abnormal closed status. The first status in the embodiment of the present application is the allowed status (that is, the signal displays a green light), and the second status is the prohibited status (that is, the signal displays a red light).

[0100] like Figure 7 As shown in FIG, a flowchart of updating the current point MA corresponding to case 1 is shown, which includes the following steps:

[0101] Step 701: Based on the state information of the signal, determine whether the current state of each second target signal is the first state. If so, execute step 702; if not, execute step 705, wherein the second target signal is a signal within the current point MA.

[0102] Step 702: Based on the state information of the signal, traverse the third target signals, excluding the second target signals, among the signals located ahead 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 signals;

[0103] Step 703: for any third target signal machine that has been traversed, 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 preceding 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 preceding 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 is located in the second state is the route where the third target signal machine is the terminal signal machine. Figure 8 As shown, signal S6 is in both route m and route n, but signal S6 is the starting signal in route n, while signal S8 is the terminal signal in route m. Furthermore, the preceding route in the embodiments of this application refers to a route that is adjacent to and preceding the preceding 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 MA. And the signal S2 and the signal S4 are determined to be 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 signal 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 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 MA, wherein the target route is the route in which the signal type of the signal whose current state is the second state is a terminal signal in the route.

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

[0109] like Figure 9 As shown, Figure 9 The middle signal S2, signal S4 and signal S6 are the signals located within the current point MA. Figure 9 It can be seen that all the signals in the current point 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 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 from 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-type MA is greater than the specified length, the position corresponding to the specified length is determined as the end position of the current point-type MA, and the current point-type MA is determined as the updated current point-type 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. 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 train's running direction, 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. 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 Figure 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, Figure 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 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 will be 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 Figure 11 As shown in the figure, signal S4 to signal S6 are the target range of the train. Figure 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, 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 MA.

[0121] like Figure 12 The diagram below shows the switch position loss table. Figure 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 end 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 invalid MA, and the train is controlled to perform emergency braking, wherein the route abnormality information includes at least one of the following: interruption of communication with the target interlocking device, loss of the position of the train, abnormal occupation of the next route of the current route of the train in the running direction of the train, change of the switch position of the current route of the train, and loss of the switch position of the current route of the train.

[0123] like Figure 13 As shown, it is a schematic diagram that the next route of the current route of the train is abnormally occupied. At this time, the current point MA is set to 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] Figure 14 Schematic diagram of the structure of a train control device according to one embodiment of the present disclosure.

[0126] like Figure 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 state determination module 1410 is configured to, when a train is operating in the RM mode with the control level being the interlocking level, send an identifier of a first target signal to a target interlocking device at intervals of a first specified time, 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;

[0128] a control level switching module 1420 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 locomotive 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 locomotive of the train;

[0129] The route information query module 1430 is configured to 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 central signal ahead of the train, track section information, and turnout information;

[0130] The point MA updating module 1440 is configured 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 configured 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 end position of the route.

[0135] In one embodiment, the signal status information includes the current status of each signal in front of the train; if the track section information indicates that the status information of each route within the target range of the train is normal, and the switch information indicates that there is no abnormality in the switch;

[0136] The point-type MA updating module 1440 is specifically configured to:

[0137] If it is determined based on the state information of the signal that the current states of all second target signals are the first state, then based on the state information of the signal, traversing each third target signal located ahead of the train except the second target signals in order of target, wherein the second target signal is a signal within the current point-type MA;

[0138] For any third target signal that is traversed, 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] The 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 machine 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 MA is greater than the specified length, the position corresponding to the specified length is determined as the end position of the current point MA, and the current point MA is determined as the updated current 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 MA.

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

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

[0150] After introducing a train control method and apparatus according to an exemplary embodiment of the present disclosure, an on-board controller according to another exemplary embodiment of the present disclosure will be 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 implemented in the following forms: a complete hardware implementation, a complete software implementation (including firmware, microcode, etc.), or a combination of hardware and software implementations, 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. For example, the processor may execute the following steps: Figure 3 Steps 301-304 shown in .

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

[0154] like Figure 15 As shown, the vehicle controller 1500 is implemented as a general vehicle controller. Components of the vehicle controller 1500 may include, but are not limited to, the at least one processor 1501, the at least one computer storage medium 1502, and a bus 1503 connecting various 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 can also communicate with one or more external devices 1504 (e.g., a keyboard, pointing device, etc.), one or more devices that enable a user to interact with the vehicle controller 1500, and / or any device that enables the vehicle controller 1500 to communicate with one or more other vehicle controllers (e.g., a router, modem, etc.). Such communication can occur via an input / output (I / O) interface 1505. Furthermore, the vehicle controller 1500 can 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 of the vehicle controller 1500 via a bus 1503. It should be understood that, although not shown, other hardware and / or software modules can 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 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 employ 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 component, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection having 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 thereof.

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

[0162] A readable signal medium may include a data signal transmitted in baseband or as part of a carrier wave, which carries readable program code. Such a transmitted data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium that can transmit, propagate, or transfer 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, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0164] The 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++, and the like, as well as 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 stand-alone 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 cases involving 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 detailed description above, 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 and embodied by multiple modules.

[0166] Furthermore, although the operations of the disclosed method are described in a particular order in the accompanying drawings, this does not require or imply that the operations must be performed in this particular order, or that all illustrated operations 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. Furthermore, 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 magnetic disk computer storage media, CD-ROM, optical computer storage media, etc.) containing computer-usable program code.

[0168] The present disclosure is described with reference to the flowcharts and / or block diagrams of the 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 an article of manufacture including an instruction device that implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The 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 operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0171] Obviously, those skilled in the art may 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 intended to include these modifications and variations.

Claims

1. A train control method, characterized in that: Applied to a vehicle-mounted controller, the method includes: When a train is running in RM mode with an interlocking level as the control level, an identifier of a first target signal is sent to a target interlocking device at intervals of a first specified time, so that the target interlocking device determines a 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; 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 locomotive of the train and the first target signal is less than a 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 locomotive of the train; Controlling the train to run based on the current point-type MA, and receiving route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of a central signal ahead of the train, track section information, and switch information; The current point MA is updated based on the route information to obtain an updated current point MA, and the train is controlled to run based on the updated current 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 includes: Determining the starting position of the MA according to the position of the rear end of the train and a 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 end position of the route.

3. The method according to claim 1, characterized in that The signal status information includes the current status of each signal in front of the train; if the track section information shows that the status information of each route within the target range of the train is normal, and the switch information shows that there is no abnormality in the switch; 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 all second target signals are the first state, then based on the state information of the signal, traversing each third target signal located ahead of the train except the second target signals in order of target, wherein the second target signal is a signal within the current point-type MA; For any third target signal that is traversed, 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.

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 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 start position and an MA end 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 MA is greater than the specified length, the position corresponding to the specified length is determined as the end position of the current point MA, and the current point MA is determined as the updated current 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 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 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 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 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 a train is running in RM mode with an interlocking level as the control level, an identifier of a first target signal is sent to a target interlocking device at intervals of a first specified time, so that the target interlocking device determines a 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; 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 locomotive of the train and the first target signal is less than a 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 locomotive of the train; Controlling the train to run based on the current point-type MA, and receiving route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of a central signal ahead of the train, track section information, and switch information; The current point MA is updated based on the route information to obtain an updated current point MA, and the train is controlled to run based on the updated current 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 determines the current point MA of the train based on the position of the rear end of the train, and is specifically configured to: Determining the starting position of the MA according to the position of the rear end of the train and a 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 end position of the route.

Images