Train arrival station control method, device, electronic device and storage medium

Abstract

The present invention provides a train approach control method, device, electronic device and storage medium, which relates to the technical field of train control. The method includes: determining a target platform that is the farthest from the current train within the MA of the current train; determining the positional relationship between the end point of the MA and the target platform; determining an approach condition based on the current driving mode of the current train and the positional relationship; the approach condition is that there is no train within the target length in the driving direction of the current train under the positional relationship and the current driving mode; when the current train meets the approach condition, controlling the current train to approach the station. The present invention can obtain the approach condition corresponding to the positional relationship between the end point of the MA and the target platform, and different positional relationships correspond to different approach conditions. It can determine whether the train can approach the station based on the position of the end point of the MA and the corresponding approach condition, thereby improving the flexibility of train approach control.

Description

Technical Field

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

[0002] In order to ensure the safety and smoothness of trains during entry and exit from stations, refined movement authorization processing needs to be carried out around scenarios related to the platform. This processing process not only involves the speed control and position monitoring of trains, but also includes coordinated work with platform signal equipment, passenger safety facilities, and other aspects. Through reasonable movement 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 setting the end point of the Movement Authority (MA) of the train, it is only determined whether the train can enter the station based on the position of the end point of the MA of the train, thereby reducing the flexibility of train approach control. Summary of the Invention

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

[0005] The present invention provides a train approach control method, including:

[0006] Determine the target platform that is farthest from the current train within the MA of the current train;

[0007] Determine the positional relationship between the end point of the MA and the target platform;

[0008] Based on the current driving mode of the current train and the positional relationship, determine the approach condition; the approach condition is that there is no train within the target length in the driving direction of the current train under the positional relationship and the current driving mode;

[0009] When the current train meets the approach condition, control the current train to enter the station.

[0010] According to the train approach control method provided by the present invention, the determining the approach condition based on the current driving mode of the current train and the positional relationship includes:

[0011] 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 approach condition includes that all the protected sections of the route where the target platform is located have no trains, and 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.

[0012] A train approach control method provided by the present invention, based on the current driving mode of the current train and the position relationship, determining the approach condition includes:

[0013] When the position relationship includes that the end point of the MA is outside the platform area of the target platform, the end point of the MA is on the protected section outside the target platform, and the current driving mode is the manual driving mode, the approach 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;

[0014] When the end point of the MA is on the protected section outside the target platform and the current driving mode is the intelligent driving mode, the approach condition includes that there is no train within a preset safety protection length in front of the end point of the MA in the driving direction of the current train.

[0015] A train approach control method provided by the present invention, based on the current driving mode of the current train and the position relationship, determining the approach condition includes:

[0016] When the position relationship includes that the end point of the MA is outside the platform area of the target platform, the end point of the MA is not on the protected section outside the target platform, and the current driving mode is the manual driving mode, the approach 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;

[0017] When the end point of the MA is not on the protected section outside the target platform and the current driving mode is the intelligent driving mode, the approach condition includes that there is no train within a 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 protected section length and the preset safety protection length.

[0018] A train approach control method provided by the present invention, the method further includes:

[0019] When the current train does not meet the approach condition, controlling the current train to be prohibited from approaching the station.

[0020] A train approach control method provided by the present invention, the method further includes:

[0021] When the position relationship includes that the end point of the MA is within the platform area of the target platform, controlling the current train to be prohibited from approaching the station.

[0022] A train approaching station control method provided by the present invention further includes:

[0023] 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, control the current train to be prohibited from approaching the station.

[0024] The present invention also provides a train approaching station control device, including:

[0025] A first determination unit for determining a target platform that is the farthest from the current train within the MA of the current train;

[0026] A second determination unit for determining the position relationship between the end point of the MA and the target platform;

[0027] A third determination unit for determining the approaching station condition based on the current driving mode of the current train and the position relationship; the approaching station 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;

[0028] A first control unit for controlling the current train to approach the station when the current train meets the approaching station condition.

[0029] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, it implements the train approaching station control method as described in any one of the above.

[0030] 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, it implements the train approaching station control method as described in any one of the above.

[0031] The present invention also provides a computer program product, including a computer program. When the computer program is executed by a processor, it implements the train approaching station control method as described in any one of the above.

[0032] For the train approaching station control method, device, electronic device, and storage medium provided by the present invention, a target platform that is the farthest from the current train within the MA of the current train is determined, the position relationship between the end point of the MA and the target platform is determined, the approaching station condition is determined based on the current driving mode of the current train and the position relationship, and when the current train meets the approaching station condition, the current train is controlled to approach the station. It can be seen that the present invention can obtain the approaching station condition corresponding to the position relationship between the end point of the MA and the target platform and the current driving mode. Different position relationships and different driving modes correspond to different approaching station conditions, and it is possible to determine whether the train can approach the station based on the corresponding approaching station condition, thereby improving the flexibility of train approaching station control. Description of the Drawings

[0033] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0034] Figure 1 It is a schematic diagram of the train safety braking model provided by the embodiment of the present invention.

[0035] Figure 2 It is one of the schematic diagrams of the positional relationship between the end point of the MA and the protected section provided by the embodiment of the present invention.

[0036] Figure 3 It is another schematic diagram of the positional relationship between the end point of the MA and the protected section provided by the embodiment of the present invention.

[0037] Figure 4 It is one of the schematic flowcharts of the train approaching station control method provided by the embodiment of the present invention.

[0038] Figure 5 It is one of the schematic diagrams of the train approaching station control scenario provided by the embodiment of the present invention.

[0039] Figure 6 It is another schematic diagram of the train approaching station control scenario provided by the embodiment of the present invention.

[0040] Figure 7 It is a third schematic diagram of the train approaching station control scenario provided by the embodiment of the present invention.

[0041] Figure 8 It is another schematic flowchart of the train approaching station control method provided by the embodiment of the present invention.

[0042] Figure 9 It is a schematic structural diagram of the train approaching station control device provided by the embodiment of the present invention.

[0043] Figure 10 It is a schematic physical structure diagram of the electronic device provided by the embodiment of the present invention. Detailed implementation manners

[0044] To make the objectives, technical solutions and advantages of the present invention clearer, the following will clearly and completely describe the technical solutions in the present invention with reference to the accompanying drawings in the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without creative efforts belong to the scope of protection of the present invention.

[0045] On-vehicle Automatic Train Protection (ATP) receives the Movement Authority (MA) from the Line Controller (LC). According to the continuous speed-distance curve, the train safety braking model calculates the Emergency Brake Initiation (EBI) speed, and continuously monitors the difference between the actual train speed and the EBI speed. When the actual train speed is greater than the EBI speed, an 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 Authority (MA) for the communicating trains within its control range based on the position information reported by the communicating trains, the routes arranged by the Computer Interlocking (CI), and the track occupancy / vacancy information provided by the trackside equipment, to ensure the safe operation of the communicating trains within its control area. ATP is an on-vehicle subsystem that directly ensures train safety and realizes all-round protection of train safety. ATP is installed at the front and rear of each train, realizes autonomous positioning through speed sensors, speed measuring radars, and odometers, corrects the train's position and speed information with transponders, obtains the Movement Authority (MA) of the train 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 train operation safety. The Movement Authority (MA) is to provide permission for a train running in a specific direction to enter or pass through a certain track section ahead. The CI uses a computer to perform logical operations on the operation commands of the station operators and the on-site indication information, so as to realize centralized control of signal lights, turnouts, etc., and make it a station interlocking device that restricts each other, that is, microcomputer centralized interlocking.

[0046] Figure 1 It is a schematic diagram of the train safety braking model provided by the embodiment of the present invention. As Figure 1 shown, there is a "safety margin" area between the end point of the train's MA and the actual train stopping position. If the end point of the MA is at the end of the platform, due to the existence of this "safety margin", the train may not stop accurately, resulting in the phenomenon that passengers cannot get off. Therefore, usually a protected section is set in front of the platform in the train running direction. The main function of the protected section is to enable the train to enter the station quickly and stop precisely in the automatic driving mode. The length of the protected section varies according to different engineering line conditions. For example, in some lines where the train running speed is relatively fast, the length of the protected section is set longer. A protected section is set for each platform approach, and the LC extends the end point of the train's MA to the protected section outside the station, so as to realize the quick and precise stop of the train.

[0047] In the current approach for train approach to a station, the LC sets a system configuration value called the maximum protected section length, which can fit the engineering conditions of the line. Figure 2 It is one of the schematic diagrams showing the positional relationship between the end point of the MA provided by an embodiment of the present invention and the protected section. As Figure 2 shown, on the premise that the protected section outside the station has been established, if the length of the protected section outside the station is greater than or equal to the maximum protected section length, the end point of the MA is set at the maximum protected section length. Figure 3 It is another schematic diagram showing the positional relationship between the end point of the MA provided by an embodiment of the present invention and the protected section. As Figure 3 shown, if the length of the protected section outside the station is less than the maximum protected section length, the end point of the MA is set at the end point of the protected section; on the premise that the protected section outside the station has not been established, the end point of the MA is set at the end point of the platform area.

[0048] From the above analysis, it can be seen that the current approach for train approach to a station determines whether a train can approach the station only based on the position of the end point of the train's MA, thus reducing the flexibility of train approach control.

[0049] Based on this, the present invention provides a train approach control method. The present invention can obtain the positional relationship between the end point of the MA and the target platform and the approach conditions corresponding to the current driving mode. Different positional relationships and different driving modes correspond to different approach conditions, and it can determine whether a train can approach the station based on the corresponding approach conditions, thereby improving the flexibility of train approach control.

[0050] The following will describe the train approach control method of the present invention in conjunction with Figures 4 - 8 The execution subject of this train approach control method can be an electronic device such as a Line Controller (LC), or a train approach control device provided in this electronic device. This train approach control device can be implemented through software, hardware, or a combination of both.

[0051] Figure 4 It is one of the flow schematic diagrams of the train approach control method provided by an embodiment of the present invention. As Figure 4 shown, this train approach control method includes the following steps:

[0052] Step 401: Determine the target platform that is farthest from the current train within the MA of the current train.

[0053] Exemplarily, search for the platform that is farthest from the current train position and within the MA of the current train, and determine this platform as the target platform.

[0054] Step 402: Determine the positional relationship between the end point of the MA and the target platform.

[0055] Exemplarily, after determining the target platform, the positional relationship between the end point of the MA and the target platform is judged. Since the target platform exists within the MA range, there are three positional relationships between the end point of the MA and the platform area of the target platform, namely, the end point of the MA is located within the platform area of the target platform, the end point of the MA is located at the end point of the target platform, and the end point of the MA is located outside the platform area of the target platform.

[0056] Step 403: Determine the approach condition based on the current driving mode of the current train and the positional relationship; the approach condition is that there is no train within the target length in the driving direction of the current train under the positional relationship and the current driving mode.

[0057] Exemplarily, the approach conditions corresponding to the positional relationship and the driving mode are pre-configured. The approach conditions are determined based on the principle of whether there is no approach risk for the train under the corresponding positional relationship and driving mode. After determining the positional relationship between the end point of the MA and the target platform and the current driving mode, search for the approach conditions corresponding to the current driving mode and the positional relationship between the end point of the MA and the target platform.

[0058] After the user sets a configuration switch for the train approach control method, obtain the configuration switch information set by the user. When the configuration switch information set by the user is that the configuration switch is turned on, it can be considered that the current driving mode is the manual driving mode, and the manual driving mode is also called the manual control mode of the CTC system (Centralized Traffic Control-Control Mode, CTC-CM); when the configuration switch information set by the user is that the configuration switch is turned off, it can be considered that the current driving mode is the intelligent driving mode, and the intelligent driving mode includes the (Centralized Traffic Control-Autonomous, CTC-AM) mode or the fully automatic operation system (Fully Automatic Operation, FAO) mode.

[0059] Alternatively, when the user does not set a configuration switch for the train approach control method, but the current train is configured with a driving mode function, directly obtain the current driving mode of the current train. Then jointly determine the approach condition based on the current driving mode and the positional relationship.

[0060] It should be noted that the specific method for the user to set the configuration switch information is as follows: In the LC system, LC can know information such as the electronic map and the system configuration table by reading a data binary file. Therefore, in the system configuration table of LC (an excel table), a new configuration switch is added. The number of bytes occupied by this configuration switch can be one byte. For example, if it is configured as 0x55, it means the configuration switch is on; if it is configured as 0xAA, it means the configuration switch is off. Finally, through a data production tool, the electronic map, the system configuration table, etc. are unified into a data binary file, and the LC system can obtain the configuration switch information set by the user by reading this data binary file.

[0061] Step 404, when the current train meets the inbound condition, control the current train to enter the station.

[0062] Exemplarily, when obtaining the inbound condition corresponding to the position relationship and the current driving mode, determine whether the current train meets the inbound condition. When the current train meets the inbound condition, set the end point of the MA of the current train in the protection section outside the target platform or at the end point of the target platform, and allow the current train to enter the station; when the current train does not meet the inbound condition, 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, control the current train to be 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.

[0063] The train inbound control method provided by the present invention determines the target platform that is farthest from the current train within the MA of the current train, determines the position relationship between the end point of the MA and the target platform, determines the inbound condition based on the current driving mode and the position relationship of the current train, and controls the current train to enter the station when the current train meets the inbound condition. It can be seen that the present invention can obtain the position relationship between the end point of the MA and the target platform and the inbound condition corresponding to the current driving mode. Different position relationships and different driving modes correspond to different inbound conditions, and it can be determined whether the train can enter the station based on the corresponding inbound condition, thereby improving the flexibility of train inbound control.

[0064] In an embodiment, the above step determines the inbound condition based on the current driving mode and the position relationship of the current train, and can be specifically implemented in the following manner:

[0065] 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 manual driving mode, the inbound condition includes that all protection sections of the route where the target platform is located have no trains, 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.

[0066] Among them, the preset safety protection length can be set based on actual requirements, which is a configuration value in the LC system and represents the distance between the end point of the following vehicle MA and the rear of the preceding vehicle when multiple vehicles are tracking.

[0067] Exemplarily, when the positional relationship between the end point of the MA and the target platform is that the end point of the MA is located at the end point of the target platform, it can be known that the end point of the MA does not extend into the protected section outside the station, indicating that the protected section outside the station is not established and the outbound 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 establishing the protected section due to turnout reasons, it is necessary to traverse all the protected sections of the route where the target platform is located to determine whether all the protected sections are free from occupancy by unequipped trains (UTs), whether they are all free from occupancy by other communication trains, and whether 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. When it is determined that all the protected sections are free from UT occupancy, free from occupancy by other communication trains, 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, it is determined that the current train meets the inbound condition, 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 It is one of the schematic diagrams of the train inbound control scenario provided by the embodiments of the present invention. As Figure 5 shown, if all the protected sections of the route where the target platform is located are free from UT occupancy, free from occupancy by other communication trains, 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, then 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.

[0068] It should be noted that the protected section is a section that continues to extend outside the route when the end of the route is a platform or a turnout. The setting of the protected section is to enable the train to accurately stop in the automatic driving mode, prevent the train from overrunning the signal and causing dangerous consequences, and at the same time to ensure the safety of the rail transit structure, equipment and facilities and operation.

[0069] It should be noted that the off-site protected section is not established in any of the following cases: after the protection route is established, the turnout or the protective turnout within the protected section is not in the specified position (normal position or reverse position), the turnout within the protected section is blocked, the protective turnout within the protected section is blocked, the associated floodgate status of the protected section is not open and locked, the protected section is blocked, the protected section is occupied, the protected section has skip locking, when any of the conditions of the protected section being blocked, occupied, route locked, protective locked, or skip locked due to turnout conditions resulting in intrusion when the intrusion section is formed is not met, the protected section remains locked, but the establishment status of the protected section sent by the interlocking to safety devices such as the LC or the Lineside Electronic Unit (LEU) is not established.

[0070] In this embodiment, 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 manual driving mode, the approach conditions include that all protected sections of the route where the target platform is located have no trains, 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, achieving accurate control of the train approaching the station when the end point of the MA is located at the end point of the target platform.

[0071] In one embodiment, the above steps determine the approach conditions based on the current driving mode of the current train and the position relationship, and can be specifically implemented in the following ways:

[0072] When the position relationship includes that the end point of the MA is outside the platform area of the target platform, the end point of the MA is on the off-site protected section of the target platform, and the current driving mode is the manual driving mode, the approach conditions include that 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; when the end point of the MA is on the off-site protected section of the target platform and the current driving mode is the intelligent driving mode, the approach conditions include that there are no trains within the preset safety protection length in front of the end point of the MA in the driving direction of the current train.

[0073] For example, when the positional relationship between the end point of the MA and the target platform is such that the end point of the MA is outside the platform area of the target platform, it is determined whether the end point of the MA is on the protected section outside the target platform. When the end point of the MA is on the protected 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, the distance requirement is not high in this case 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 driving direction 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 station entry condition, and the end point of the MA of the current train is set within the protected section outside the station, and the current train is allowed to enter the station.

[0074] When the end point of the MA is on the protected section outside the target platform and the current driving mode is the intelligent driving mode, it is determined whether there is a train within the preset safety protection length in front of the end point of the MA in the driving direction of the current train. When 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, it is determined that the current train meets the station entry condition, and the end point of the MA of the current train is set within the protected section outside the station, and the current train is allowed to enter the station. The purpose is to reserve enough protected section length for the current train to avoid insufficient protected section length caused by the existence of a train within the preset safety protection length in the driving direction of the current train, which may lead to the inability of the current train to stop accurately.

[0075] It should be noted that the CTC-CM mode is a manual driving mode under ATP supervision. In this mode, ATP gives speed codes of recommended speed, alarm speed and emergency braking speed, and the driver only needs to drive the train according to the given speed codes. However, in this mode, ATP is only responsible for ensuring train operation safety, and the rest of the operations such as door opening and closing operations, traction and braking are all manually operated by the driver. In the CTC-AM mode, when ATP ensures the safe operation of the train and ATP collects the driver's confirmation to allow the Automatic Train Operation (ATO) system to start, ATO automatic driving is started and all functions of automatic protection are realized. The FAO mode is a new generation of urban rail transit system that realizes the full process automation of train operation based on technologies such as modern computers, communications, control, and system integration. Compared with the existing Communication-Based Train Control (CBTC) system for urban rail transit, the latest technologies in the fields of automatic control, optimal control, and human factors engineering are introduced, further improving the degree of automation. It has the outstanding advantages of being safer, more efficient, more energy-saving, more economical, and having a 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, with a large amount of transmitted information, a fast transmission speed, and reduced cable laying and maintenance work, and is widely applied to newly built subway train systems.

[0076] In this embodiment, when the position 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 the protected section outside the target platform, and the current driving mode is the manual driving mode, the inbound 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 located on the protected section outside the target platform and the current driving mode is the intelligent driving mode, the inbound 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, realizing accurate and flexible control of the train when entering the station when the end point of the MA is located on the protected section outside the target platform.

[0077] In one embodiment, the above steps determine the inbound condition based on the current driving mode of the current train and the position relationship, and can be specifically implemented in the following ways:

[0078] When the position relationship includes that the end point of the MA is outside the platform area of the target platform, the end point of the MA is not on the protected section outside the target platform, and the current driving mode is the manual driving mode, the inbound 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 on the protected section outside the target platform and the current driving mode is the intelligent driving mode, the inbound 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 protected section length and the preset safety protection length.

[0079] Among them, the maximum protected section length can be set based on actual needs, and the present invention does not limit this.

[0080] Exemplarily, when the position relationship between the end point of the MA and the target platform is that the end point of the MA is outside the platform area of the target platform, it is determined whether the end point of the MA is on the protected section outside the target platform. When the end point of the MA is not on the protected section outside the target platform, it indicates that the outbound signal corresponding to the target platform has been opened. The opening of the outbound signal means that the outbound route has been handled, and the end point of the MA will surely 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, the distance requirement is not high in this case 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 driving direction 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 inbound condition, the end point of the MA of the current train is set within the protected section outside the station, and the current train is allowed to enter the station.

[0081] When the end point of the MA is not on the protected section outside the target platform and the current driving mode is the intelligent driving mode, it is determined whether there is a 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. When there is no train within the target safety protection length (the sum of the maximum protected 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 meets the inbound condition, the end point of the MA of the current train is set within the protected section outside the station, and the current train is allowed to enter the station. The purpose is to reserve enough protected section length for the current train to avoid the situation that the protected section length is insufficient due to the existence of a train within the preset safety protection length in the driving direction of the current train, which may lead to the inability of the current train to stop precisely.

[0082] In this embodiment, when the position relationship includes that the end point of the MA is outside the platform area of the target platform, the end point of the MA is not on the protected section outside the target platform, and the current driving mode is the manual driving mode, the inbound 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 on the protected section outside the target platform and the current driving mode is the intelligent driving mode, the inbound 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, achieving accurate and flexible control of the train when the end point of the MA is not on the protected section outside the target platform during train inbound.

[0083] In one embodiment, the train inbound control method further includes the following steps:

[0084] When the current train does not meet the inbound condition, control the current train to be prohibited from entering the station.

[0085] Exemplarily, when the position relationship includes that the end point of the MA is 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 the protected sections of the route where the target platform is located is occupied by a UT or other communication train, or there is a 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, it is determined that the current train does not meet the inbound condition, and 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.

[0086] Exemplarily, when the position relationship includes that the end point of the MA is outside the platform area of the target platform and the end point of the MA is on the protected section outside the target platform, it indicates that the outbound 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 inbound condition, and 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. 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 the MA in the driving direction of the current train, it is determined that the current train does not meet the inbound condition, and 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. Figure 6 This is the second scenario schematic diagram of the train inbound control provided by the embodiment of the present invention. As Figure 6 shown, there is a train within the preset safety protection length in front of the end point of the MA in the driving direction of the current train, and 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.

[0087] Exemplarily, when the position relationship includes that the end point of the MA is outside the platform area of the target platform and the end point of the MA is not on the protected section outside the target platform, it indicates that the outbound 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 inbound condition. 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. 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 protected section length and the 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 inbound condition. 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. Figure 7 is the third schematic diagram of the train inbound control scenario provided by the embodiment of the present invention. As Figure 7 shown, when there is a train within the target safety protection length (the sum of the maximum protected section length and the preset safety protection length) in front of the end point of the target platform in the traveling direction 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.

[0088] In this embodiment, when the current train does not meet the inbound condition, the current train is controlled to be prohibited from entering the station, which realizes the accuracy of train inbound control and improves the safety of train entering the station.

[0089] In one embodiment, Figure 8 is the second flowchart of the train inbound control method provided by the embodiment of the present invention. As Figure 8 shown, after the above step 402, the train inbound control method further includes the following steps:

[0090] Step 405, when the position relationship includes that the end point of the MA is within the platform area of the target platform, control the current train to be prohibited from entering the station.

[0091] Exemplarily, when the position relationship includes that the end point of the MA is within the platform area of the target platform and the current driving mode is any driving mode, the end point of the 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 accurately stop.

[0092] In this embodiment, when the position relationship includes that the end point of the MA is within the platform area of the target platform, the current train is directly controlled to be prohibited from entering the station, which improves the safety of train entering the station.

[0093] In one embodiment, the train inbound control method further includes the following steps:

[0094] 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, control the current train to be prohibited from entering the station.

[0095] Exemplarily, 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, in order to ensure the safety of the train, directly withdraw the end point of the MA to the starting point of the target platform and do not allow the current train to enter the station.

[0096] In this embodiment, 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, directly control the current train to be prohibited from entering the station, which improves the safety of the train.

[0097] In summary, the train arrival control method provided by the embodiment of the present invention is based on the position relationship between the end point of the MA of the current train and the target platform, considers a variety of different scenarios, sets different arrival conditions for each scenario, greatly improves the flexibility of train arrival control, and also improves the operation efficiency and the safety of train arrival.

[0098] Next, the train arrival control device provided by the present invention will be described. The train arrival control device described below can be correspondingly referred to the train arrival control method described above.

[0099] Figure 9 It is a schematic structural diagram of the train arrival control device provided by the embodiment of the present invention. As Figure 9 shown, the train arrival 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; where:

[0100] The first determination unit 901 is configured to determine the target platform that is the farthest from the current train within the MA of the current train;

[0101] The second determination unit 902 is configured to determine the position relationship between the end point of the MA and the target platform;

[0102] The third determination unit 903 is configured to determine the arrival condition based on the current driving mode of the current train and the position relationship; the arrival 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;

[0103] The first control unit 904 is configured to control the current train to enter the station when the current train meets the arrival condition.

[0104] The train approach control device provided by the present invention determines the target platform that is farthest from the current train within the MA of the current train, determines the positional relationship between the end point of the MA and the target platform, determines the approach conditions based on the current driving mode of the current train and the positional relationship, and controls the current train to approach the station when the current train meets the approach conditions. 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 approach conditions corresponding to the current driving mode. Different positional relationships and different driving modes correspond to different approach conditions, and it is possible to determine whether the train can approach the station based on the corresponding approach conditions, thereby improving the flexibility of train approach control.

[0105] Based on any of the above embodiments, the third determination unit 903 is further specifically configured to:

[0106] In the case where 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 approach conditions include that there are no trains in all the protected sections of the route where the target platform is located, and there are no trains within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train.

[0107] Based on any of the above embodiments, the third determination unit 903 is further specifically configured to:

[0108] 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 the protected section outside the station of the target platform, and the current driving mode is the manual driving mode, the approach conditions include that there are no trains within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train;

[0109] In the case where the end point of the MA is located on the protected section outside the station of the target platform and the current driving mode is the intelligent driving mode, the approach conditions include that there are no trains within a preset safety protection length in front of the end point of the MA in the driving direction of the current train.

[0110] Based on any of the above embodiments, the third determination unit 903 is further specifically configured to:

[0111] 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 not located on the protected section outside the station of the target platform, and the current driving mode is the manual driving mode, the approach conditions include that there are no trains within a preset safety protection length in front of the end point of the target platform in the driving direction of the current train;

[0112] When the end point of the MA does not lie on the protected section outside the target platform and the current driving mode is the intelligent driving mode, the inbound 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 protected section length and the preset safety protection length.

[0113] Based on any of the above embodiments, the train inbound control device 900 further includes:

[0114] A second control unit, configured to control the current train to be prohibited from entering the station when the current train does not meet the inbound condition.

[0115] Based on any of the above embodiments, the train inbound control device 900 further includes:

[0116] A third control unit, configured to control the current train to be prohibited from entering the station when the position relationship includes that the end point of the MA lies within the platform area of the target platform.

[0117] Based on any of the above embodiments, the train inbound control device 900 further includes:

[0118] A fourth control unit, configured to control the current train to be prohibited from entering the station when the position relationship includes that the end point of the MA lies at the end point of the target platform and the current driving mode is the intelligent driving mode.

[0119] Figure 10 It is a schematic physical structure diagram of an electronic device provided by an embodiment of the present invention. As Figure 10 shown, the electronic device may include: a processor 1010, a communication interface 1020, a memory 1030, and a communication bus 1040. Among them, 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 logical instructions in the memory 1030 to execute the train inbound control method, and the method includes: determining the target platform that is farthest from the current train within the MA of the current train;

[0120] Determining the position relationship between the end point of the MA and the target platform;

[0121] Based on the current driving mode of the current train and the position relationship, determining the inbound condition; the inbound 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;

[0122] When the current train meets the inbound condition, control the current train to enter the station.

[0123] In addition, when the logical instructions in the above-mentioned memory 1030 are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disks, or optical discs that can store program codes.

[0124] On the other hand, the present invention also provides a computer program product. The computer program product includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train inbound control method provided by the above-mentioned various methods. The method includes: determining a target platform that is the farthest from the current train within the MA of the current train;

[0125] Determining the positional relationship between the end point of the MA and the target platform;

[0126] Based on the current driving mode of the current train and the positional relationship, determining the inbound condition; the inbound condition is that there is no train within the target length in the driving direction of the current train under the positional relationship and the current driving mode;

[0127] When the current train meets the inbound condition, control the current train to enter the station.

[0128] On yet another aspect, 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, it is implemented to execute the train inbound control method provided by the above-mentioned various methods. The method includes: determining a target platform that is the farthest from the current train within the MA of the current train;

[0129] Determining the positional relationship between the end point of the MA and the target platform;

[0130] Determine the approaching condition based on the current driving mode of the current train and the positional relationship; the approaching condition is that there is no train within the target length in the driving direction of the current train under the positional relationship and the current driving mode.

[0131] When the current train meets the approaching condition, control the current train to approach the station.

[0132] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative work.

[0133] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solution, in essence, or the part that contributes to the prior art can be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., including several instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0134] 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 them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of each embodiment 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 under the position relationship and the current driving mode, there is no train within the target length in the driving direction of the current train; the position relationship includes any one of the following: the end point of the MA is located at the end point of the target platform, the end point of the MA is located outside the platform area of ​​the target platform and the end point of the MA is located in the protection section outside the station of the target platform, the end point of the MA is located outside the platform area of ​​the target platform and the end point of the MA is not located in the protection section outside the station of the target platform, and the end point of the MA is located in the platform area of ​​the target platform; the current driving mode includes a manual driving mode or an intelligent driving mode, and the target length includes any one of the following: a preset safety protection length in front of the end point of the target platform, a preset safety protection length in front of the end point of the MA, and a target safety protection length in front of the end point of the target platform, and the target safety protection length includes the sum of the maximum protection section length and the preset safety protection length; 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 under the position relationship and the current driving mode, there is no train within the target length in the driving direction of the current train; the position relationship includes any one of the following: the end point of the MA is located at the end point of the target platform, the end point of the MA is located outside the platform area of ​​the target platform and the end point of the MA is located in the protection section outside the station of the target platform, the end point of the MA is located outside the platform area of ​​the target platform and the end point of the MA is not located in the protection section outside the station of the target platform, and the end point of the MA is located in the platform area of ​​the target platform; the current driving mode includes a manual driving mode or an intelligent driving mode, and the target length includes any one of the following: a preset safety protection length in front of the end point of the target platform, a preset safety protection length in front of the end point of the MA, and a target safety protection length in front of the end point of the target platform, and the target safety protection length includes the sum of the maximum protection section length and the preset safety protection length; The first control unit is used to control the current train to enter the station when the current train meets the 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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