Train pull-in control method and device, electronic equipment and storage medium

Abstract

The invention provides a train pull-in control method and device, electronic equipment and a storage medium, and relates to the technical field of train control. The method comprises the steps that a target platform farthest from a current train in MA of the current train is determined; determining the position relation between the end point of the MA and the target station; determining a station entering condition based on the current driving mode of the current train and the position relation; the pull-in condition is that no train exists within the target length in the running direction of the current train under the position relation and the current driving mode; and under the condition that the current train meets the station entering condition, the current train is controlled to enter the station. According to the method, the station entering conditions corresponding to the position relation between the terminal point of the MA and the target station can be obtained, different position relations correspond to different station entering conditions, whether the train can enter the station or not can be determined based on the position of the terminal point of the MA and the corresponding station entering conditions, and therefore the flexibility of train station entering control is improved.

Description

Technical Field

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

[0002] In order to ensure the safety and smoothness of trains entering and leaving the station, it is necessary to carry out refined mobile authorization processing around platform-related scenarios. This processing not only involves train speed control and position monitoring, but also includes collaboration with platform signal equipment, passenger safety facilities and other aspects. Through reasonable mobile authorization management, potential conflicts between trains and platforms can be effectively avoided, ensuring the safety of passengers and trains.

[0003] In the related art, after the end point of the train's Movement Authority (MA) is set, whether the train can enter the station is determined only based on the position of the end point of the train's MA, thereby reducing the flexibility of the train's entry control. Summary of the invention

[0004] The present invention provides a train entry control method, device, electronic equipment and storage medium, which are used to solve the defect of reducing the flexibility of train entry control in the prior art.

[0005] The present invention provides a train entry control method, comprising: Determine a target platform farthest from the current train within the MA of the current train; Determine the positional relationship between the end point of the MA and the target station; Based on the current driving mode of the current train and the position relationship, determining a station entry condition; the station entry condition is that there is no train within a target length in the driving direction of the current train under the position relationship and the current driving mode; When the current train meets the station entry condition, the current train is controlled to enter the station.

[0006] According to a train entry control method provided by the present invention, the determining of the entry condition based on the current driving mode of the current train and the position relationship includes: When the positional relationship includes that the end point of the MA is located at the end point of the target platform, and the current driving mode is the manual driving mode, the entry conditions include that there are no trains in all protection sections of the approach to the target platform, and there are no trains within the preset safety protection length in front of the end point of the target platform in the driving direction of the current train.

[0007] According to a train entry control method provided by the present invention, the determining of the entry condition based on the current driving mode of the current train and the position relationship includes: When the positional relationship includes that the end point of the MA is located outside the platform area of ​​the target platform, the end point of the MA is located on a protection section outside the station of the target platform, and the current driving mode is a manual driving mode, the station entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train; When the end point of the MA is located in the protection section outside the target platform and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the preset safety protection length in front of the end point of the MA in the driving direction of the current train.

[0008] According to a train entry control method provided by the present invention, the determining of the entry condition based on the current driving mode of the current train and the position relationship includes: When the positional relationship includes that the end point of the MA is located outside the platform area of ​​the target platform, the end point of the MA is not located on the protection section outside the station of the target platform, and the current driving mode is the manual driving mode, the station entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train; When the end point of the MA is not located in the protection section outside the target platform and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the target safety protection length in front of the end point of the target platform in the driving direction of the current train, and the target safety protection length includes the sum of the maximum protection section length and the preset safety protection length.

[0009] According to a train entry control method provided by the present invention, the method further includes: When the current train does not meet the station entry condition, the current train is controlled to be prohibited from entering the station.

[0010] According to a train entry control method provided by the present invention, the method further includes: In a case where the positional relationship includes that the end point of the MA is located within the platform area of ​​the target platform, the current train is controlled to be prohibited from entering the station.

[0011] According to a train entry control method provided by the present invention, the method further includes: When the positional relationship includes that the end point of the MA is located at the end point of the target platform, and the current driving mode is the smart driving mode, the current train is controlled to be prohibited from entering the station.

[0012] The present invention also provides a train entry control device, comprising: A first determining unit, configured to determine a target platform farthest from the current train within the MA of the current train; a second determining unit, configured to determine a positional relationship between an end point of the MA and the target station; a third determining unit, configured to determine a station entry condition based on the current driving mode of the current train and the position relationship; the station entry condition being that no train exists within a target length in the driving direction of the current train under the position relationship and the current driving mode; The first control unit is used to control the current train to enter the station when the current train meets the entry condition.

[0013] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, a train entry control method as described above is implemented.

[0014] The present invention also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the train entry control method as described in any one of the above is implemented.

[0015] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the computer program implements any of the above-mentioned train entry control methods.

[0016] The train entry control method, device, electronic device and storage medium provided by the present invention determine the target platform farthest from the current train in the MA of the current train, determine the positional relationship between the end point of the MA and the target platform, determine the entry condition based on the current driving mode and positional relationship of the current train, and control the current train to enter the station when the current train meets the entry condition. It can be seen that the present invention can obtain the positional relationship between the end point of the MA and the target platform and the entry condition corresponding to the current driving mode, different positional relationships and different driving modes correspond to different entry conditions, and can determine whether the train can enter the station based on the corresponding entry conditions, thereby improving the flexibility of train entry control. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 It is a schematic diagram of a train safety braking model provided by an embodiment of the present invention.

[0019] Figure 2 This is one of the schematic diagrams of the positional relationship between the end point of the MA and the protection zone provided in the embodiment of the present invention.

[0020] Figure 3 This is the second schematic diagram of the positional relationship between the end point of the MA and the protection zone provided in the embodiment of the present invention.

[0021] Figure 4 It is one of the flow charts of the train entry control method provided in an embodiment of the present invention.

[0022] Figure 5 This is one of the scenario diagrams of train entry control provided by an embodiment of the present invention.

[0023] Figure 6 This is the second schematic diagram of the scenario of train entry control provided by an embodiment of the present invention.

[0024] Figure 7 This is the third scenario schematic diagram of the train entry control provided by the embodiment of the present invention.

[0025] Figure 8 This is the second flow chart of the train entry control method provided in the embodiment of the present invention.

[0026] Fig. 9 It is a structural schematic diagram of a train entry control device provided in an embodiment of the present invention.

[0027] Fig.10 It is a schematic diagram of the physical structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] The on-board Automatic Train Protection (ATP) receives the MA from the Line Controller (LC), calculates the train's Emergency Brake Initiation (EBI) speed based on the continuous speed-distance curve and the train safety braking model, and monitors the difference between the actual train speed and the EBI speed in real time. When the actual train speed is greater than the EBI speed, the emergency brake is triggered to ensure that the train stops safely within the MA range. The LC system is mainly responsible for calculating the movement authorization (MA) for the communication trains within its control range based on the position information reported by the communication trains and the routes arranged by the Computer Interlocking (CI) and the track occupancy / idleness information provided by the trackside equipment, to ensure the safe operation of the communication trains within its control area. ATP is an on-board subsystem that directly ensures the safety of the train and realizes full protection of the train safety. ATP is installed at the front and rear of each train, and realizes autonomous positioning through speed sensors, speed radars and odometers, and uses transponders to correct the train's position and speed information. It obtains the train's movement authorization (MA) through wireless communication (or variable data transponders), calculates and generates the train's control speed curve, and protects the train's position and speed to ensure driving safety. Movement authorization (MA) is to provide permission for trains running in a specific direction to enter or pass through a certain track section ahead. CI uses computers to perform logical operations on the operating commands of station operators and the information displayed on site, thereby realizing centralized control of signals and switches, so that they can achieve mutually restricted station interlocking equipment, that is, microcomputer centralized interlocking.

[0030] Figure 1 is a schematic diagram of a train safety braking model provided by an embodiment of the present invention, such as Figure 1 As shown in the figure, there is a "safety margin" area between the end point of the train's MA and the actual stop position of the train. If the end point of the MA is at the end point of the platform, due to the existence of this "safety margin", the train will not stop accurately and passengers will not be able to get off the train. Therefore, a protection section is usually set up in front of the platform in the direction of the train's travel. The main function of the protection section is to allow the train to enter the station quickly and stop accurately in the automatic driving mode. The length of the protection section is different according to different engineering line conditions. For example, if the train runs faster on some lines, the length of the protection section will be set longer. The platform approach will have a protection section, and the LC will extend the end point of the train's MA to the protection section outside the station, so that the train can stop quickly and accurately.

[0031] In the current station entry plan, LC will set a system configuration value called the maximum protection section length, which can fit the engineering conditions of the line. Figure 2 FIG. 1 is one of the schematic diagrams of the positional relationship between the end point of the MA and the protection zone provided in the embodiment of the present invention. Figure 2 As shown, under the premise that the protection section outside the station has been established, if the length of the protection section outside the station is greater than or equal to the maximum protection section length, the end point of MA is set at the maximum protection section length; Figure 3 FIG. 2 is a second schematic diagram of the positional relationship between the end point of the MA and the protection zone provided in an embodiment of the present invention. Figure 3 As shown, if the length of the protection section outside the station is less than the maximum protection section length, the end point of MA is set at the end point of the protection section; if the protection section outside the station is not established, the end point of MA is set at the end point of the platform area.

[0032] From the above analysis, it can be seen that the current station entry scheme determines whether a train can enter the station based only on the position of the terminal point of the train's MA, thereby reducing the flexibility of the train entry control.

[0033] Based on this, the present invention provides a train entry control method, which can obtain the positional relationship between the end point of the MA and the target platform and the entry conditions corresponding to the current driving mode. Different positional relationships and different driving modes correspond to different entry conditions. Whether the train can enter the station can be determined based on the corresponding entry conditions, thereby improving the flexibility of the train entry control.

[0034] Combine the following Figure 4-Figure 8 The train entry control method of the present invention is described. The execution subject of the train entry control method can be an electronic device such as a line controller (LC), or a train entry control device set in the electronic device. The train entry control device can be implemented by software, hardware, or a combination of both.

[0035] Figure 4 FIG. 1 is one of the flow charts of the train entry control method provided by an embodiment of the present invention, such as Figure 4 As shown, the train entry control method includes the following steps: Step 401: Determine the target platform farthest from the current train within the MA of the current train.

[0036] For example, a platform farthest from the current train position and within the MA of the current train is found, and the platform is determined as the target platform.

[0037] Step 402: Determine the position relationship between the end point of the MA and the target station.

[0038] For example, after determining the target platform, the positional relationship between the end point of MA and the target platform is determined. Since the target platform exists within the range of MA, there are three positional relationships between the end point of MA and the platform area of ​​the target platform, namely, the end point of MA is located within the platform area of ​​the target platform, the end point of MA is located at the end point of the target platform, and the end point of MA is located outside the platform area of ​​the target platform.

[0039] Step 403: Determine a station entry condition based on the current driving mode of the current train and the position relationship; the station entry condition is that under the position relationship and the current driving mode, there is no train within a target length in the driving direction of the current train.

[0040] For example, the station entry conditions corresponding to the position relationship and driving mode are pre-configured, and the station entry conditions are determined based on the principle of whether there is no risk of the train entering the station under the corresponding position relationship and driving mode. After determining the position relationship between the end point of the MA and the target platform and the current driving mode, the station entry conditions corresponding to the current driving mode and the position relationship between the end point of the MA and the target platform are searched.

[0041] After the user sets the configuration switch for the train entry control method, the configuration switch information set by the user is obtained. When the configuration switch information set by the user indicates that the configuration switch is on, it can be considered that the current driving mode is the manual driving mode, which is also called the manual control mode (Centralized Traffic Control-Control Mode, CTC-CM) of the CTC system; when the configuration switch information set by the user indicates that the configuration switch is off, it can be considered that the current driving mode is the intelligent driving mode, which includes the Centralized Traffic Control-Autonomous (CTC-AM) mode or the fully automatic operation system (Fully Automatic Operation, FAO) mode.

[0042] Alternatively, when the user does not set a configuration switch for the train entry control method, but the current train is configured with a driving mode function, the current driving mode of the current train is directly obtained, and then the entry condition is determined based on the current driving mode and the position relationship.

[0043] It should be noted that the specific method for users to set the configuration switch information is as follows: In the LC system, LC can know the electronic map, system configuration table and other information by reading a data binary file. Therefore, in the LC system configuration table (an Excel table), a configuration switch is added. The byte occupied by this configuration switch can be one byte. For example, if it is configured to 0x55, it means that the configuration switch is turned on. If it is configured to 0xAA, it means that the configuration switch is turned off. Finally, the electronic map, system configuration table, etc. are unified into a data binary file through the data production tool. The LC system can obtain the configuration switch information set by the user by reading the data binary file.

[0044] Step 404: When the current train meets the entry condition, control the current train to enter the station.

[0045] For example, when the position relationship and the station entry conditions corresponding to the current driving mode are obtained, it is determined whether the current train meets the station entry conditions. When the current train meets the station entry conditions, the end point of the MA of the current train is set in the protection section outside the target platform or at the end point of the target platform, and the current train is allowed to enter the station; when the current train does not meet the station entry conditions, the end point of the MA of the current train can be set at the starting point of the target platform, and the current train is not allowed to enter the station, that is, the current train is prohibited from entering the station by setting the end point of the MA of the current train at the starting point of the target platform.

[0046] The train entry control method provided by the present invention determines the target platform farthest from the current train in the MA of the current train, determines the positional relationship between the end point of the MA and the target platform, determines the entry condition based on the current driving mode and the positional relationship of the current train, and controls the current train to enter the station when the current train meets the entry condition. It can be seen that the present invention can obtain the positional relationship between the end point of the MA and the target platform and the entry condition corresponding to the current driving mode, different positional relationships and different driving modes correspond to different entry conditions, and can determine whether the train can enter the station based on the corresponding entry conditions, thereby improving the flexibility of train entry control.

[0047] In one embodiment, the above steps determine the station entry conditions based on the current driving mode of the current train and the position relationship, which can be specifically implemented in the following manner: When the positional relationship includes that the end point of the MA is located at the end point of the target platform, and the current driving mode is the manual driving mode, the entry conditions include that there are no trains in all protection sections of the approach to the target platform, and there are no trains within the preset safety protection length in front of the end point of the target platform in the driving direction of the current train.

[0048] Among them, the preset safety protection length can be set based on actual needs. It is a configuration value in the LC system, which is the distance between the end point of the rear vehicle MA and the tail of the front vehicle when multiple vehicles are tracking.

[0049] For example, when the positional relationship between the end point of MA and the target platform is that the end point of MA is located at the end point of the target platform, it can be known that the end point of MA does not extend to the protection section outside the station, indicating that the protection section outside the station has not been established, and the exit signal corresponding to the target platform is not open. At this time, when it is determined that the current driving mode is the manual driving mode, in order to prevent the failure of the protection section establishment due to the switch, it is necessary to traverse all the protection sections of the approach where the target platform is located, and determine whether all the protection sections are occupied by unequipped trains (UT), whether they are occupied by other communication trains, and whether there is no train within the preset safety protection length in front of the end point of the target platform in the direction of travel of the current train. When it is determined that all the protection sections are occupied by UT, no other communication trains, and there is no train within the preset safety protection length in front of the end point of the target platform in the direction of travel of the current train, it is determined that the current train meets the conditions for entering the station, and the end point of the MA of the current train is set at the end point of the target platform, allowing the current train to enter the station. Figure 5 FIG. 1 is one of the schematic diagrams of the scene of train entry control provided by an embodiment of the present invention, such as Figure 5 As shown, if all protection sections of the route where the target platform is located are not occupied by UTs or other communication trains, and there is no train within the preset safety protection length in front of the end point of the target platform in the travel direction of the current train, the end point of the MA of the current train is set at the end point of the target platform, and the current train is allowed to enter the station.

[0050] It should be noted that the protection section is a section that continues to extend outside the approach when the terminal of the approach is a platform or a switch. The protection section is set up to enable the train to stop accurately in the automatic driving mode to prevent the train from running into the signal and causing dangerous consequences. It is also to ensure the safety of rail transit structure, equipment and facilities and operations.

[0051] It should be noted that the protection section outside the station is not established in any of the following situations: after the protection route is established, the switch or protective switch in the protection section is not in the specified position (positioned or reversed), the switch in the protection section is blocked, the protective switch in the protection section is blocked, the protection section associated with the flood prevention door is not open and locked, the protection section is blocked, the protection section is occupied, the protection section is jump locked, the protection section constitutes an intrusion section according to the switch conditions. When any of the conditions is not met, the protection section continues to remain locked, but the establishment status of the protection section sent by the interlocking to the LC or trackside electronic unit (Lineside Electronic Unit, LEU) and other safety equipment is not established.

[0052] In this embodiment, when the positional relationship includes that the end point of MA is located at the end point of the target platform and the current driving mode is the manual driving mode, the entry conditions include that there are no trains in all protection sections of the approach to the target platform, and there are no trains within the preset safety protection length in front of the end point of the target platform in the direction of travel of the current train, thereby achieving accurate control of the train entry when the end point of MA is located at the end point of the target platform.

[0053] In one embodiment, the above steps determine the station entry conditions based on the current driving mode of the current train and the position relationship, which can be specifically implemented in the following manner: When the positional relationship includes that the end point of the MA is located outside the platform area of ​​the target platform, the end point of the MA is located in a protection section outside the target platform, and the current driving mode is a manual driving mode, the entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the traveling direction of the current train; when the end point of the MA is located in a protection section outside the target platform, and the current driving mode is an intelligent driving mode, the entry condition includes that there is no train within a preset safety protection length in front of the end point of the MA in the traveling direction of the current train.

[0054] For example, when the positional relationship between the end point of MA and the target platform is that the end point of MA is located outside the platform area of ​​the target platform, it is determined whether the end point of MA is located in the protection section outside the target platform; when the end point of MA is located in the protection section outside the target platform and the current driving mode is the manual driving mode, under the premise of ensuring the safety of the train, this situation does not have high requirements on the distance, because the driver can manually control the current train to enter the station accurately. Therefore, at this time, it is only necessary to determine whether there is a train within the preset safety protection length in front of the end point of the target platform in the direction of travel of the current train. When there is no train within the preset safety protection length in front of the end point of the target platform, it is determined that the current train meets the conditions for entering the station, and the end point of the MA of the current train is set in the protection section outside the station, and the current train is allowed to enter the station.

[0055] When the terminus of MA is located in the protection section outside the target platform and the current driving mode is the intelligent driving mode, determine whether there is a train within the preset safety protection length in front of the terminus of MA in the direction of travel of the current train. When there is no train within the preset safety protection length in front of the terminus of MA in the direction of travel of the current train, determine that the current train meets the conditions for entering the station, set the terminus of MA of the current train in the protection section outside the station, and allow the current train to enter the station. The purpose is to reserve sufficient protection section length for the current train to avoid the insufficient protection section length caused by the presence of a train within the preset safety protection length in the direction of travel of the current train, which in turn causes the current train to fail to stop accurately.

[0056] It should be noted that the CTC-CM mode is a manual driving mode under the supervision of ATP. In this mode, ATP gives the speed code of recommended speed, alarm speed and braking speed. The driver only needs to drive the train according to the given speed code. However, in this mode, ATP is only responsible for ensuring driving safety. Other operations such as door opening and closing, traction braking, etc. are manually operated by the driver. In the CTC-AM mode, when ATP collects the driver's confirmation to allow the automatic train operation system (Automatic Train Operation, ATO) to start, it starts the ATO automatic driving and realizes all the functions of automatic protection. The FAO mode is a new generation of urban rail transit system that realizes the automation of the entire process of train operation based on modern computer, communication, control and system integration technologies. Compared with the existing urban rail transit communication-based train control (Communication-Based Train Control, CBTC) system, it introduces the latest technologies in the fields of automatic control, optimization control, human factors engineering, etc., and further improves the degree of automation. It has the outstanding advantages of safer, more efficient, more energy-saving, more economical and higher service level, and has become the development direction of urban rail transit technology. CBTC is a communication-based train automatic control system that uses communication media to achieve two-way communication between trains and ground equipment, replacing track circuits to achieve train operation control. CBTC can achieve two-way communication between trains and the ground, and transmits a large amount of information at a fast speed, reducing cable laying and maintenance work, and is widely used in newly built subway train systems.

[0057] In this embodiment, when the positional relationship includes that the end point of MA is located outside the platform area of ​​the target platform, the end point of MA is located in the protection section outside the target platform, and the current driving mode is the manual driving mode, the entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the direction of travel of the current train; when the end point of MA is located in the protection section outside the target platform, and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the preset safety protection length in front of the end point of MA in the direction of travel of the current train, thereby realizing accurate and flexible control of the train entering the station when the end point of MA is located in the protection section outside the target platform.

[0058] In one embodiment, the above steps determine the station entry conditions based on the current driving mode of the current train and the position relationship, which can be specifically implemented in the following manner: When the positional relationship includes that the end point of the MA is located outside the platform area of ​​the target platform, the end point of the MA is not located in the protection section outside the target platform, and the current driving mode is the manual driving mode, the entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train; when the end point of the MA is not located in the protection section outside the target platform, and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the target safety protection length in front of the end point of the target platform in the driving direction of the current train, and the target safety protection length includes the sum of the maximum protection section length and the preset safety protection length.

[0059] The maximum protection zone length may be set based on actual needs, and the present invention does not limit this.

[0060] For example, when the positional relationship between the end point of MA and the target platform is that the end point of MA is located outside the platform area of ​​the target platform, it is determined whether the end point of MA is located in the protection section outside the target platform. When the end point of MA is not located in the protection section outside the target platform, it means that the exit signal corresponding to the target platform has been opened. The opening of the exit signal means that the exit approach has been processed, and the end point of MA will definitely extend outside the platform area. When the current driving mode is the manual driving mode, under the premise of ensuring the safety of the train, this situation does not have high requirements for distance, because the driver can manually control the current train to enter the station accurately, so at this time it is only necessary to determine whether there is a train within the preset safety protection length in front of the end point of the target platform in the direction of travel of the current train. When there is no train within the preset safety protection length in front of the end point of the target platform, it is determined that the current train meets the conditions for entering the station, and the end point of the MA of the current train is set in the protection section outside the station, allowing the current train to enter the station.

[0061] When the end point of MA is not located in the protection section outside the target platform and the current driving mode is the intelligent driving mode, determine whether there is a train within the target safety protection length in front of the end point of the target platform in the direction of travel of the current train. When there is no train within the target safety protection length (the sum of the maximum protection section length and the preset safety protection length) in front of the end point of the target platform in the direction of travel of the current train, determine that the current train meets the conditions for entering the station, set the end point of MA of the current train in the protection section outside the station, and allow the current train to enter the station. The purpose is to reserve sufficient protection section length for the current train to avoid the protection section length being insufficient due to the presence of a train within the preset safety protection length in the direction of travel of the current train, which in turn causes the current train to fail to stop accurately.

[0062] In this embodiment, when the positional relationship includes that the end point of MA is located outside the platform area of ​​the target platform, the end point of MA is not located in the protection section outside the target platform, and the current driving mode is the manual driving mode, the entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the direction of travel of the current train; when the end point of MA is not located in the protection section outside the target platform, and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the target safety protection length in front of the end point of the target platform in the direction of travel of the current train, thereby realizing accurate and flexible control of the train entering the station when the end point of MA is not located in the protection section outside the target platform.

[0063] In one embodiment, the train entry control method further includes the following steps: When the current train does not meet the station entry condition, the current train is controlled to be prohibited from entering the station.

[0064] For example, when the positional relationship includes the end point of MA being located at the end point of the target platform and the current driving mode is the manual driving mode, when it is determined that at least one of all the protection sections of the approach to the target platform is occupied by a UT or other communication train, or there is a train within a preset safety protection length in front of the end point of the target platform in the traveling direction of the current train, it is determined that the current train does not meet the conditions for entering the station, the end point of the MA of the current train is set at the starting point of the target platform, and the current train is not allowed to enter the station.

[0065] For example, when the positional relationship includes that the end point of MA is outside the platform area of ​​the target platform, and the end point of MA is located in the protection section outside the target platform, it means that the exit signal corresponding to the target platform is not open. When the current driving mode is the manual driving mode, when it is determined that there is a train within the preset safety protection length in front of the end point of the target platform, it is determined that the current train does not meet the conditions for entering the station, and the end point of MA of the current train is set at the starting point of the target platform, and the current train is not allowed to enter the station. When the current driving mode is the intelligent driving mode, when there is a train within the preset safety protection length in front of the end point of MA in the driving direction of the current train, it is determined that the current train does not meet the conditions for entering the station, and the end point of MA of the current train is set at the starting point of the target platform, and the current train is not allowed to enter the station. Figure 6 FIG. 2 is a second schematic diagram of a scenario of train entry control provided by an embodiment of the present invention. Figure 6 As shown, there is a train within the preset safety protection length in front of the end point of MA in the travel direction of the current train. The end point of MA of the current train is set at the starting point of the target platform, and the current train is not allowed to enter the station.

[0066] For example, when the positional relationship includes that the end point of MA is located outside the platform area of ​​the target platform, and the end point of MA is not located on the protection section outside the target platform, it means that the exit signal corresponding to the target platform is open. When the current driving mode is the manual driving mode, when it is determined that there is a train within the preset safety protection length in front of the end point of the target platform, it is determined that the current train does not meet the conditions for entering the station, and the end point of MA of the current train is set at the starting point of the target platform, and the current train is not allowed to enter the station. When the current driving mode is the intelligent driving mode, when there is a train within the target safety protection length (the sum of the maximum protection section length and the preset safety protection length) in front of the end point of the target platform in the driving direction of the current train, it is determined that the current train does not meet the conditions for entering the station, and the end point of MA of the current train is set at the starting point of the target platform, and the current train is not allowed to enter the station. Figure 7 FIG. 3 is a schematic diagram of a scenario of train entry control provided by an embodiment of the present invention. Figure 7 As shown, there is a train within the target safety protection length (the sum of the maximum protection section length and the preset safety protection length) in front of the end point of the target platform in the direction of travel of the current train. The end point of the MA of the current train is set at the starting point of the target platform, and the current train is not allowed to enter the station.

[0067] In this embodiment, when the current train does not meet the conditions for entering the station, the current train is controlled to be prohibited from entering the station, thereby achieving the accuracy of the train entry control and improving the safety of the train entry.

[0068] In one embodiment, Figure 8 FIG. 2 is a flow chart of a train entry control method according to an embodiment of the present invention. Figure 8 As shown, after the above step 402, the train entry control method further includes the following steps: Step 405: When the position relationship includes that the end point of the MA is located within the platform area of ​​the target platform, control the current train to be prohibited from entering the station.

[0069] For example, when the position relationship includes the end point of MA being located in the platform area of ​​the target platform, and the current driving mode is any driving mode, the end point of MA is directly withdrawn to the starting point of the target platform, and the current train is not allowed to enter the station, because neither manual nor automatic driving can stop accurately.

[0070] In this embodiment, when the positional relationship includes that the end point of MA is located within the platform area of ​​the target platform, the current train is directly controlled to be prohibited from entering the station, thereby improving the safety of the train entering the station.

[0071] In one embodiment, the train entry control method further includes the following steps: When the positional relationship includes that the end point of the MA is located at the end point of the target platform, and the current driving mode is the smart driving mode, the current train is controlled to be prohibited from entering the station.

[0072] For example, when the position relationship includes the end point of MA being located at the end point of the target platform and the current driving mode is the intelligent driving mode, in order to ensure the safety of the train, the end point of MA is directly withdrawn to the starting point of the target platform, and the current train is not allowed to enter the station.

[0073] In this embodiment, when the position relationship includes that the end point of MA is located at the end point of the target platform and the current driving mode is the intelligent driving mode, the current train is directly controlled to be prohibited from entering the station, thereby improving the safety of the train.

[0074] To sum up, the train entry control method provided in the embodiment of the present invention takes into account a variety of different scenarios based on the positional relationship between the end point of the MA of the current train and the target platform, and sets different entry conditions for each scenario, which greatly improves the flexibility of train entry control, and also improves operational efficiency and the safety of train entry.

[0075] The train entry control device provided by the present invention is described below. The train entry control device described below and the train entry control method described above can be referenced to each other.

[0076] Fig. 9 is a schematic diagram of the structure of a train entry control device provided by an embodiment of the present invention, such as Fig. 9 As shown, the train entry control device 900 includes a first determination unit 901, a second determination unit 902, a third determination unit 903 and a first control unit 904; wherein: A first determining unit 901 is used to determine a target platform farthest from the current train in the MA of the current train; A second determining unit 902, configured to determine a positional relationship between the end point of the MA and the target station; A third determining unit 903 is configured to determine a station entry condition based on the current driving mode of the current train and the position relationship; the station entry condition is that there is no train within a target length in the driving direction of the current train under the position relationship and the current driving mode; The first control unit 904 is used to control the current train to enter the station when the current train meets the entry condition.

[0077] The train entry control device provided by the present invention determines the target platform farthest from the current train in the MA of the current train, determines the positional relationship between the end point of the MA and the target platform, determines the entry condition based on the current driving mode and positional relationship of the current train, and controls the current train to enter the station when the current train meets the entry condition. It can be seen that the present invention can obtain the positional relationship between the end point of the MA and the target platform and the entry condition corresponding to the current driving mode, different positional relationships and different driving modes correspond to different entry conditions, and can determine whether the train can enter the station based on the corresponding entry conditions, thereby improving the flexibility of train entry control.

[0078] Based on any of the foregoing embodiments, the third determining unit 903 is further specifically configured to: When the positional relationship includes that the end point of the MA is located at the end point of the target platform and the current driving mode is the manual driving mode, the entry conditions include that there are no trains in all protection sections of the approach to the target platform, and there are no trains within the preset safety protection length in front of the end point of the target platform in the traveling direction of the current train.

[0079] Based on any of the foregoing embodiments, the third determining unit 903 is further specifically configured to: In the case where the positional relationship includes that the end point of the MA is located outside the platform area of ​​the target platform, the end point of the MA is located on a protection section outside the station of the target platform, and the current driving mode is a manual driving mode, the station entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train; When the end point of the MA is located in the protection section outside the target platform and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the preset safety protection length in front of the end point of the MA in the driving direction of the current train.

[0080] Based on any of the foregoing embodiments, the third determining unit 903 is further specifically configured to: When the positional relationship includes that the end point of the MA is located outside the platform area of ​​the target platform, the end point of the MA is not located on the protection section outside the station of the target platform, and the current driving mode is the manual driving mode, the station entry condition includes that there is no train within the preset safety protection length in front of the end point of the target platform in the driving direction of the current train; When the end point of the MA is not located in the protection section outside the target platform and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the target safety protection length in front of the end point of the target platform in the driving direction of the current train, and the target safety protection length includes the sum of the maximum protection section length and the preset safety protection length.

[0081] Based on any of the above embodiments, the train entry control device 900 further includes: The second control unit is used to control the current train to be prohibited from entering the station when the current train does not meet the station entry condition.

[0082] Based on any of the above embodiments, the train entry control device 900 further includes: The third control unit is used to control the current train to be prohibited from entering the station when the position relationship includes that the end point of the MA is located in the platform area of ​​the target platform.

[0083] Based on any of the above embodiments, the train entry control device 900 further includes: The fourth control unit is used to control the current train to be prohibited from entering the station when the position relationship includes that the end point of the MA is located at the end point of the target platform and the current driving mode is the intelligent driving mode.

[0084] Fig.10 is a schematic diagram of the physical structure of an electronic device provided by an embodiment of the present invention, such as Fig.10 As shown, the electronic device may include: a processor 1010, a communication interface 1020, a memory 1030 and a communication bus 1040, wherein the processor 1010, the communication interface 1020 and the memory 1030 communicate with each other through the communication bus 1040. The processor 1010 may call the logic instructions in the memory 1030 to execute the train entry control method, the method including: determining the target platform farthest from the current train in the MA of the current train; Determine the positional relationship between the end point of the MA and the target station; Based on the current driving mode of the current train and the position relationship, determining a station entry condition; the station entry condition is that there is no train within a target length in the driving direction of the current train under the position relationship and the current driving mode; When the current train meets the station entry condition, the current train is controlled to enter the station.

[0085] In addition, the logic instructions in the above-mentioned memory 1030 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0086] On the other hand, the present invention further provides a computer program product, the computer program product includes a computer program, the computer program can be stored in a non-transitory computer-readable storage medium, when the computer program is executed by a processor, the computer can execute the train entry control method provided by the above methods, the method comprising: determining a target platform farthest from the current train within the MA of the current train; Determine the positional relationship between the end point of the MA and the target station; Based on the current driving mode of the current train and the position relationship, determining a station entry condition; the station entry condition is that there is no train within a target length in the driving direction of the current train under the position relationship and the current driving mode; When the current train meets the station entry condition, the current train is controlled to enter the station.

[0087] In another aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, which is implemented when executed by a processor to execute the train entry control method provided by the above methods, the method comprising: determining a target platform farthest from the current train within the MA of the current train; Determine the positional relationship between the end point of the MA and the target station; Based on the current driving mode of the current train and the position relationship, determining a station entry condition; the station entry condition is that there is no train within a target length in the driving direction of the current train under the position relationship and the current driving mode; When the current train meets the station entry condition, the current train is controlled to enter the station.

[0088] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0089] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0090] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train entry control method, characterized in that: include: Determine a target platform farthest from the current train within the movement authorization MA of the current train; Determine the positional relationship between the end point of the MA and the target station; Determining a station entry condition based on a current driving mode of the current train and the position relationship; The station entry condition is that there is no train within the target length in the driving direction of the current train under the position relationship and the current driving mode; When the current train meets the station entry condition, the current train is controlled to enter the station.

2. The train entry control method according to claim 1, characterized in that: The determining the station entry condition based on the current driving mode of the current train and the position relationship includes: When the positional relationship includes that the end point of the MA is located at the end point of the target platform, and the current driving mode is the manual driving mode, the entry conditions include that there are no trains in all protection sections of the approach to the target platform, and there are no trains within the preset safety protection length in front of the end point of the target platform in the driving direction of the current train.

3. The train entry control method according to claim 1, characterized in that: The determining the station entry condition based on the current driving mode of the current train and the position relationship includes: When the positional relationship includes that the end point of the MA is located outside the platform area of ​​the target platform, the end point of the MA is located on a protection section outside the station of the target platform, and the current driving mode is a manual driving mode, the station entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train; When the end point of the MA is located in the protection section outside the target platform and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the preset safety protection length in front of the end point of the MA in the driving direction of the current train.

4. The train entry control method according to claim 1, characterized in that: The determining the station entry condition based on the current driving mode of the current train and the position relationship includes: When the positional relationship includes that the end point of the MA is located outside the platform area of ​​the target platform, the end point of the MA is not located on the protection section outside the station of the target platform, and the current driving mode is the manual driving mode, the station entry condition includes that there is no train within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train; When the end point of the MA is not located in the protection section outside the target platform and the current driving mode is the intelligent driving mode, the entry condition includes that there is no train within the target safety protection length in front of the end point of the target platform in the driving direction of the current train, and the target safety protection length includes the sum of the maximum protection section length and the preset safety protection length.

5. The train entry control method according to any one of claims 1 to 4, characterized in that: The method further comprises: When the current train does not meet the station entry condition, the current train is controlled to be prohibited from entering the station.

6. The train entry control method according to any one of claims 1 to 4, characterized in that: The method further comprises: In a case where the positional relationship includes that the end point of the MA is located within the platform area of ​​the target platform, the current train is controlled to be prohibited from entering the station.

7. The train entry control method according to claim 2, characterized in that: The method further comprises: When the positional relationship includes that the end point of the MA is located at the end point of the target platform, and the current driving mode is the smart driving mode, the current train is controlled to be prohibited from entering the station.

8. A train entry control device, characterized in that: include: A first determining unit, configured to determine a target platform farthest from the current train within the movement authorization MA of the current train; a second determining unit, configured to determine a positional relationship between an end point of the MA and the target station; a third determining unit, configured to determine a station entry condition based on a current driving mode of the current train and the position relationship; The station entry condition is that there is no train within the target length in the driving direction of the current train under the position relationship and the current driving mode; The first control unit is used to control the current train to enter the station when the current train meets the station entry condition.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the train entry control method as described in any one of claims 1 to 7 is implemented.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the train entry control method as described in any one of claims 1 to 7 is implemented.

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