Train coupling method

Abstract

The invention discloses a train coupling method which comprises the steps that a coupling operation area is set, a guide mark is generated according to the position of a coupled train parked in the coupling operation area, the guide mark is arranged on the ground of the coupling operation area, and the guide mark comprises a collision speed limiting point, an electronic fence point and a built-in protection area; and the uncoupled train is controlled to collide with the coupled train according to the guide mark, and the coupling operation is completed. The area controller calculates to obtain the guide mark which is fixed on the ground and does not move along with the front train (the coupled train) according to the line characteristics of the coupling operation area and the position of the coupled train in the coupling operation area, the position of the guide mark is fixed before coupling operation, and the position of the guide mark is not changed after collision. Complexity of control and ground protection logic of a de-coupling train according to mobile authorization MA is effectively reduced, and coupling operation efficiency is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of rail transportation, and in particular relates to a train coupling method. Background Art

[0002] In the daily operation of urban rail transit, it is necessary to carry out train coupling operations to connect two separate trains through physical couplers, and combine them into a new long-formation train for operation, so as to meet the needs of flexible adjustment of line capacity according to passenger flow peak fluctuations, energy conservation and consumption reduction, etc. in a "flexible formation" manner.

[0003] The coupling operation is usually completed by the signal system of urban rail transit controlling the vehicle, in which the ground subsystem of the signal system cooperates with the on-board subsystem to demarcate the operation area and control the coupled train to stop at the designated location in the operation area. The ground subsystem provides movement authorization to the departing train, and the on-board subsystem installed on the departing train controls the train to actively collide with the coupled train within the permitted speed, so that the end hooks of the two cars involved in the collision are physically connected to complete the operation.

[0004] The coupling operation involves expected train collisions. "Ensuring the occurrence of collisions" and "protecting against train displacement after collisions" are two key issues in the coupling operation process.

[0005] 1. “Ensure that a collision occurs”

[0006] The zone controller ZC (Zone Controller) of the ground subsystem generates a movement authorization (MA) based on the position of the leading train. Its function is to prevent the rear train from colliding with the leading train. The zone controller ZC breaks the principle that the existing movement authorization end point cannot be broken through, and adopts the collision-capable MA method to authorize the train to collide at a low speed. The collision-capable MA includes safety protection points, obstacle points and collision-capable speed limit points. The safety protection point "passes" through the front train. Its function is to ensure that when the train to be coupled uses this point as the end point to control the train, it can maintain a sufficient distance from the coupled train to collide. The obstacle point is used to protect the distance between trains. When the train passes through the obstacle point, the on-board subsystem immediately applies emergency braking. When coupling, the obstacle point is located at a certain distance within the envelope of the coupled train. The collision speed limit point is used to protect the collision speed when the train is coupled. It is generally set at the minimum safe rear end of the coupled train. It ensures that when the train collides, the speed is limited to the tolerance range of the coupler and the car body, and that the displacement of the coupled train is within the controllable range.

[0007] 2. "Protection against train displacement after collision"

[0008] Because the coupled train may still move after the brakes are applied when a collision occurs, it is necessary to prevent the coupled train from rushing out of the coupling operation area. The existing method is for the on-board subsystem and the ground subsystem to jointly take protective measures. The uncoupled train protection, by detecting the collision or speed, takes "a collision has occurred or the speed has been reduced to 0" as the condition for applying the brake, and the priority is higher than the MA limit. That is, the brakes are applied after the first collision, regardless of other conditions such as the coupler closure and the displacement of the coupled train.

[0009] The zone controller ZC or interlocking subsystem protection sets a protection zone. The existing method is usually: search for an area of ​​a certain range on all possible paths that the coupled train may reach after rushing out of the operating area, to ensure that the train routes that are hostile to the area are not activated, including switches, signals and other equipment in the routes; and when it is detected that the coupled train enters the protection zone, the operation process is terminated and the uncoupled train is notified to apply the brakes.

[0010] Regarding the two key points in the joint hanging operation process, the existing technology has the following shortcomings:

[0011] 1. Mobile authorization changes with the preceding vehicle

[0012] In the prior art, the collidable MA changes in real time according to the current position of the preceding vehicle, and various anchor points such as "obstacle points" are marked on the body of the preceding vehicle, and the anchor points move with the preceding vehicle. Since the operation area is limited, the anchor points have no reference value after the first collision. Because if the coupling train continues to use the anchor points marked on the vehicle body to repeat the collision action, it will cause the coupled train to rush out of the coupling operation area. The on-board subsystem needs to adopt two response methods: "only implement one collision" and the ground subsystem "passively detect the train rushing out of the protection area".

[0013] Based on the above shortcomings, the coupling train adopts the strategy of "applying brakes and terminating the operation when a collision is detected" to prevent unlimited collisions. However, after a single collision, the mechanical couplers of the two trains may not be closed, and the collision cannot be started again if there is sufficient margin in the operating area. The completion rate of the operation is affected.

[0014] 2. Set up protection zones without distinction

[0015] Due to the lack of accurate calculation of the relationship between the maximum collision speed and collision displacement that different operating areas can withstand, and the impact of disadvantage 1, the ground subsystem needs to provide a basis for stopping the collision. The existing method is to set up a protection zone outside all the joint operation areas.

[0016] Based on the above shortcomings, the ground system adopts the strategy of "detecting the coupled train running out of the operation area", but this strategy has the following two shortcomings:

[0017] 1) Setting up a protection zone outside the operation area in advance will result in other trains on the line being unable to use the line resources that form a "mutually exclusive" relationship with the protection zone before the coupling operation is completed, which will affect other trains from completing operations such as passing and turning back. This will cause the coupling operation to have a greater impact on the overall tracking interval indicators of the line, affecting operational efficiency.

[0018] 2) This method of terminating the operation or braking the train requires the ground subsystem to participate in real-time and control the coupled train to stop the collision. The "collection-judgment-command-receiving" link path and response time of the entire action become longer, and higher requirements are put forward for the cross-device action response requirements between "train-ground". Summary of the invention

[0019] In order to overcome one or more of the above-mentioned technical defects, the present invention provides a train coupling method, which calculates and obtains a guide mark fixed on the ground that does not move with the preceding vehicle (coupled train). The guide mark is fixed before the coupling operation and its position does not change after the collision, thereby effectively reducing the complexity of the mobile authorization MA control and ground protection logic of the uncoupling train and improving the efficiency of the coupling operation.

[0020] In order to solve the above problems, the present invention is implemented according to the following technical solutions:

[0021] A train coupling method, comprising:

[0022] Setting a coupling operation area, and generating guide marks according to the positions of the coupled trains parked in the coupling operation area, wherein the guide marks are set on the ground of the coupling operation area, and the guide marks include collision speed limit points, electronic fence points and built-in protection areas;

[0023] Control the train to be coupled to collide with the train to be coupled according to the guidance mark to complete the coupling operation.

[0024] Furthermore, the coupling operation area is a logical section, including a starting point, an end point and an operation direction, and the operation direction is the running direction of the coupling train when performing the coupling operation.

[0025] Furthermore, the generating of the guide mark according to the position of the coupled train parked in the coupling operation area includes:

[0026] According to the end position of the joint operation area, a built-in protection area is set, one end of the built-in protection area coincides with the end point of the joint operation area, and the first preset distance extending from the end point of the joint operation area in the reverse operation direction is set as the other end of the internal auxiliary protection area;

[0027] Generate a collision speed limit point based on the position of the coupled train;

[0028] Based on the position of the coupled train, an electronic fence point is generated. After the electronic fence point is generated, its position does not change with the displacement of the coupled train.

[0029] Furthermore, the generating of the collision speed limit point based on the position of the coupled train includes:

[0030] The maximum safe front end, maximum safe rear end, minimum safe front end and minimum safe rear end of the coupled train are obtained, and the minimum safe rear end is set as the collision speed limit point. When the coupled train reaches the collision speed limit point, the running speed of the coupled train is controlled not to exceed the collision critical speed.

[0031] The section between the maximum safe front end of the coupled train and the end point of the coupled operation area is set as the regional critical area, and the length of the regional critical area is the distance between the maximum safe front end of the coupled train and the end point of the coupled operation area;

[0032] Subtract the length of the built-in protection zone from the length of the critical zone to obtain the position margin;

[0033] If the position margin is less than or equal to the preset length value, the minimum speed within the preset impact speed range is used as the speed limit value, that is, the collision critical speed is the minimum speed within the preset impact speed range.

[0034] Furthermore, it also includes:

[0035] If the position margin is greater than the preset length value, the speed limit value adopts the maximum speed within the preset impact speed range, that is, the collision critical speed is the maximum speed within the preset impact speed range.

[0036] Furthermore, the generating of the electronic fence point based on the position of the coupled train includes:

[0037] Taking the maximum safe rear end of the coupled train as the origin, setting the second preset distance extending from the origin along the operation direction as the electronic fence point, and the second preset distance is the correction distance;

[0038] If the electronic fence point coincides with the maximum safe rear end of the coupled train, an outer protection area shall be set up outside the end of the coupling operation area.

[0039] Furthermore, the controlling of the uncoupled train to collide with the coupled train according to the guidance mark to complete the coupling operation includes:

[0040] receiving a coupling working condition signal of the coupled train, the coupling working condition signal including a parking state and a coupling preparation state of the coupled train;

[0041] After receiving the collision request sent by the uncoupled train, confirm whether the coupled train coupling condition is valid. If the coupled train coupling condition is valid, send a collision permission instruction and guidance mark to the uncoupled train;

[0042] The train going to be coupled approaches the speed limit of the collision speed limit point according to the guidance mark and collides with the coupled train.

[0043] Furthermore, it also includes:

[0044] The train going to the coupling obtains and determines the closing state of the mechanical coupler at its coupling end;

[0045] If it is detected that the mechanical coupler at the coupling end is not closed, when the vehicle speed is 0 or a collision has occurred, the collision operation will be performed again.

[0046] Furthermore, it also includes:

[0047] If the maximum safe front end of the train to be coupled reaches or crosses the electronic fence point set in the coupling operation area, a braking command is applied to the train to be coupled to end the coupling operation.

[0048] The present invention also provides an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the above method when executing the program.

[0049] Compared with the prior art, the present invention has the following beneficial effects:

[0050] The present invention discloses a train coupling method, including setting a coupling operation area, generating a guide mark according to the position of the coupled train parked in the coupling operation area, wherein the guide mark is set on the ground of the coupling operation area, and the guide mark includes a collision speed limit point, an electronic fence point and a built-in protection area; and controlling the coupling train to collide with the coupled train according to the guide mark to complete the coupling operation. The regional controller calculates and obtains the guide mark fixed on the ground and not moving with the preceding vehicle (coupled train) according to the line characteristics of the coupling operation area and the position of the coupled train in the coupling operation area. The guide mark is fixed before the coupling operation and its position does not change after the collision, effectively reducing the complexity of the control of the coupled train according to the mobile authorization MA and the ground protection logic, and at the same time, the coupled train can perform multiple collisions according to the guide mark while avoiding the coupled train from rushing out of the coupling operation area, thereby improving the coupling operation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The specific embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings, wherein:

[0052] Figure 1 This is a flow chart of the train coupling method described in Example 1;

[0053] Figure 2 A schematic diagram of a coupling operation area of ​​the train coupling method described in Example 1;

[0054] Figure 3 Schematic diagram of the train coupling method described in Example 1 when the coupling operation area is 200m long Figure 1 ;

[0055] Figure 4 Schematic diagram of the train coupling method described in Example 1 when the coupling operation area is 200m long Figure 2 ;

[0056] Figure 5 Schematic diagram of the train coupling method described in Example 1 when the coupling operation area is 170m long Figure 1 ;

[0057] Figure 6 Schematic diagram of the train coupling method described in Example 1 when the coupling operation area is 170m long Figure 2 ;

[0058] Figure 7 This is a structural diagram of the electronic device described in Example 2. DETAILED DESCRIPTION

[0059] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in 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 creative work. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0060] Example 1

[0061] This embodiment discloses a train coupling method, such as Figure 1-2 include:

[0062] S1. Set up a coupling operation area. When a train enters the coupling operation area, it receives the coupling working condition signal of the train parked in the coupling operation area. At this time, the train is the coupled train. The coupling working condition signal includes the parking state and coupling preparation state of the coupled train.

[0063] S2. If the coupling condition of the coupled train is valid, a guidance mark is generated according to the position of the coupled train parked in the coupling operation area, wherein the guidance mark is set on the ground of the coupling operation area, and the guidance mark includes a collision speed limit point, an electronic fence point and a built-in protection area.

[0064] S3. Control the train to be coupled to collide with the train to be coupled according to the guidance mark to complete the coupling operation.

[0065] It can be understood that the execution subject of this method is the zone controller ZC (Zone Controller). For rail transit, when a train stops, for safety reasons, a safety protection distance needs to be kept between the front and rear trains. In practice, it is hoped that the track can be fully utilized to make the parking position of the rear train as close as possible to the front train. Among them, the designated area of ​​the line can be set as the coupling operation area, including the starting point, the end point and the operation direction. The operation direction is the running direction of the coupling train when performing the coupling operation.

[0066] After the coupled train stops steadily in the coupling operation area, the regional controller can obtain the coordinate position of the maximum safe front end, the coordinate position of the maximum safe rear end, the coordinate position of the minimum safe front end and the coordinate position of the minimum safe rear end of the coupled train. According to the train position uncertainty principle and the ground tracking safety principle, the regional controller uses the maximum envelope range composed of the minimum safe rear end and the maximum safe front end to calculate the position of each point of the guidance mark.

[0067] In this embodiment, step S2 includes:

[0068] S21. According to the terminal position of the coupling operation area, an internal protection zone is set, one end of which coincides with the terminal of the coupling operation area, and the other end of the internal protection zone is set at a first preset distance extending from the terminal of the coupling operation area in the reverse operation direction. Specifically, the first preset distance is not less than the displacement distance generated by the coupled train when the uncoupled train collides with the coupling train at the maximum allowed collision speed (i.e., the collision critical speed).

[0069] The length of the built-in protection zone is a constant coefficient, which can be used to adjust the position of the electronic fence point and the speed limit value of the collision speed limit point. The length of the built-in protection zone can be adjusted according to factors such as the road slope in the coupling operation area and the speed control accuracy of the on-board system.

[0070] S22. Generate a collision speed limit point based on the position of the coupled train.

[0071] S23. Generate electronic fence points based on the position of the coupled train.

[0072] Since the train body and mechanical coupler cannot be damaged during collision, the speed of the uncoupled train during collision is limited to a certain range, that is, the preset collision speed range: [V 最低撞击 ,V 最高撞击 ], the preset impact speed range is provided by the train manufacturer.

[0073] In this embodiment, step S22 includes:

[0074] The minimum safe rear end of the coupled train may be the position where the coupling train first collides with the disconnecting train. The minimum safe rear end is set as the collision speed limit point. When the disconnecting train reaches the collision speed limit point, the running speed of the disconnecting train is controlled not to exceed the collision critical speed.

[0075] After confirming that the coupling condition of the coupled train is valid, the section between the maximum safe front end of the coupled train and the end point of the coupling operation area is set as the regional critical area. The length of the regional critical area is the distance between the maximum safe front end of the coupled train and the end point of the coupling operation area.

[0076] Subtract the length of the built-in protection zone from the length of the area critical zone to obtain the position margin.

[0077] If the position margin is less than or equal to 0, the speed limit value adopts the minimum speed within the preset collision speed range, that is, the collision critical speed is the minimum speed within the preset collision speed range. At this time, the coupled train is close to the end of the coupling operation area, and the displacement caused by a single collision may cause the coupled train to rush out of the coupling operation area.

[0078] In this embodiment, step S22 further includes:

[0079] If the position margin is greater than 0, the speed limit value uses the maximum speed within the preset impact speed range:

[0080] V 限 =L 位置余量 ≥fL(V 撞击 ), V 撞击 ∈[V 最低撞击 ,V 最高撞击 ]

[0081] Among them, fL() is the displacement length of the coupled train caused by the collision, which depends on the speed of the uncoupled train at the time of collision. That is, when the position margin is greater than 0 and the displacement length of the coupled train after the collision is not greater than the length of the position margin, the maximum speed within the preset collision speed range is used as the collision critical speed.

[0082] In this embodiment, step S23 includes:

[0083] Taking the maximum safe rear end of the coupled train as the origin, the second preset distance extending from the origin along the working direction is set as the electronic fence point, and the second preset distance is the correction distance. When the maximum safe front end of the coupled train reaches or crosses the electronic fence point, it is necessary to apply the brakes immediately. Since the electronic fence point is marked on the ground instead of the front car (the coupled train), even if the coupled train is displaced due to a collision, the position of the electronic fence point remains unchanged.

[0084] Specifically, the setting of the electronic fence point includes adjusting the distance calculation and correcting the distance calculation. Adjusting the distance calculation: L调整距离 =max(L 位置余量 ,0), corrected distance calculation: The maximum safe rear end of the coupled train is taken as the origin, and the length of the adjustment distance extending from the origin along the operation direction is set as the electronic fence point. In order to meet the requirement of "ensuring collision", the position of the electronic fence point is not adjusted in the direction of the starting point of the coupling operation area. If the adjustment distance is used directly, the position of the electronic fence point may exceed the maximum safe front end position of the coupled train. Considering the number of collisions allowed in one operation, the operation time and abnormal conditions, the correction distance is used to prevent excessive collisions that may occur due to the excessive length of the coupling operation area.

[0085] If the electronic fence point coincides with the maximum safe rear end of the coupled train, that is, the position margin is equal to 0, the coupled train may be rushed out of the coupling operation area after the first collision. The existing technology is used to set an outer protection area outside the end of the coupling operation area.

[0086] After the coupled train has come to a complete stop in the coupling operation area and is ready for coupling, it sends a valid coupling condition signal to the area controller.

[0087] In this embodiment, step S3 includes:

[0088] After receiving the collision request sent by the going train, confirm whether the coupling condition of the coupled train is valid. If the coupling condition of the coupled train is valid and the outer protection approach conditions are met, send a collision permission instruction and guidance mark to the going train.

[0089] The train going to couple approaches the speed limit value of the collision speed limit point according to the guidance mark and collides with the coupled train in the coupling operation area.

[0090] In this embodiment, it also includes:

[0091] Starting from the minimum safe rear end of the coupled train, along the operation direction to the electronic fence point, the coupling train and the coupled train may collide. The coupling train obtains and determines the closing state of the mechanical coupler at the coupling end. If it is detected that the mechanical coupler at the coupling end is not closed, when the speed is 0 or a collision has occurred, the collision operation will be performed again.

[0092] If the maximum safe front end of the train to be coupled reaches or crosses the electronic fence point set in the coupling operation area, a braking command is unconditionally applied to the train to be coupled, ending the coupling operation.

[0093] Since the position of the position margin mark point is set according to the most unfavorable situation, that is, it is calculated according to the maximum safe front end of the coupled train closest to the end of the coupled operation area, and the built-in protection area is taken into account, even if the actual position of the coupled train being hit coincides with the electronic fence point and the last collision occurs at this time, the distance that the maximum safe front end of the coupled train moves to the end of the coupled operation area due to the collision is already within the expected range of the calculation, and the coupled train will not rush out of the coupled operation area.

[0094] like Figure 3-4 , assuming a 4-carriage train of a certain model, the specifications are as follows:

[0095] Vehicle length: 80m

[0096] Preset impact velocity range and maximum displacement comparison relationship:

[0097]

[0098] The line specifications are as follows:

[0099] Length of joint operation area Starting point of the joint operation area End point of the joint operation area 200m x1909 s1903

[0100] 1) The coupled train stops at "1910G" in the coupling operation area and sends a coupling condition signal to the area controller.

[0101] 2) Boot mark setting:

[0102] Calculate the length of the built-in protection zone: set it to a length not less than the displacement length that can be produced at the maximum collision speed, which is 10.4m.

[0103] Calculate the length of the critical area of ​​the area: The area controller determines the length as 36m based on the known maximum safe front end coordinate position of the coupled train.

[0104] Calculate the position margin: the length of the critical area of ​​the area minus the length of the built-in protection area: 36m-10.4m=25.6m.

[0105] Calculate the speed limit value at the collision speed limit point: query the above preset collision speed range and maximum displacement comparison table, select "8km / h", and meet the collision speed limit inequality constraint condition V 限 =L 位置余量 ≥fL(V 撞击 ), V 撞击 ∈[V 最低撞击 ,V 最高撞击 ].

[0106] Set the electronic fence point: According to the adjustment distance calculation formula, the adjustment distance is 25.6m; according to the correction distance calculation formula, finally take the maximum safe rear end of the coupled train as the origin and move 25.6m toward "s1903" along the working direction.

[0107] Protection zone outside the joint operation area: No protection zone is set up according to the location of the electronic fence point.

[0108] 3) Implement joint operation according to the guidance marks

[0109] a-1: When the train going to be coupled reaches "s1017", it sends a collision request to the area controller.

[0110] a-2: The area controller checks that the coupling condition of the train stopped at "1910G" in the coupling operation area is valid, and sends a <collision allowed, guidance mark> to the train going to couple.

[0111] a-3: When the train going to couple enters the coupling operation area, the speed shall not exceed 8km / h when the maximum safe front point of its body passes the collision speed limit point in the coupling operation area.

[0112] A-4: The train going to the coupling line does not apply brakes and continues to move in the direction of "S1903".

[0113] b-1: When the safest front end of the train going to be coupled reaches the safest rear end of the train being coupled, the two trains collide.

[0114] b-2: The coupled train is displaced 1.3m in the direction of "s1903".

[0115] b-3: The train to be coupled detects that the mechanical coupler is in the "unclosed" state.

[0116] b-4: The coupled train detects that its maximum safety front end has not crossed the electronic fence point.

[0117] c-1: Repeat step a-4.

[0118] c-2: The maximum safe front end of the coupled train is between the maximum safe rear end of the coupled train before the first displacement and the electronic fence point, and the two trains collide.

[0119] c-3: Repeat steps b-2, b-3 and b-4.

[0120] c-4: Repeat step a-4.

[0121] d-1: The maximum safe front end of the coupled train is between the maximum safe rear end of the coupled train before the first displacement and the electronic fence point, and the two trains collide.

[0122] d-2: The train going to couple detects that the mechanical coupler is in the "closed" state, and the collision and closing of the mechanical coupler is completed, and the subsequent coupling operation continues.

[0123] According to the train position uncertainty principle, the operation was completed under the most unfavorable first collision position (the maximum safe rear end of the coupled train). The coupled train was displaced twice, and its maximum safe front end was displaced 2.6m in the operating direction, with a position margin of 25.6m. Therefore, the maximum safe front end did not reach the built-in protection area in the end.

[0124] like Figure 5-6 , assuming a 4-carriage train of a certain model, the specifications are as follows:

[0125] Vehicle length: 80m

[0126] Preset impact velocity range and maximum displacement comparison relationship:

[0127]

[0128] The line specifications are as follows:

[0129] Length of joint operation area Starting point of the joint operation area End point of the joint operation area 170m s1017 s1903

[0130] 1) The coupled train stops at "1910G" in the coupling operation area and sends a coupling condition signal to the area controller.

[0131] 2) Boot mark setting:

[0132] Calculate the length of the built-in protection zone: set it to a length not less than the displacement length that can be produced at the maximum collision speed, which is 4m.

[0133] Calculate the length of the critical area of ​​the area: The area controller determines the length of 4m based on the known maximum safe front end coordinate position of the coupled train.

[0134] Calculate the position margin: the length of the critical area of ​​the area minus the length of the built-in protection area: 4m-4m=0m.

[0135] Calculate the speed limit value of the collision speed limit: when the position margin is less than or equal to 0, select the smallest maximum collision speed within the preset collision speed range, query the above preset collision speed range and maximum displacement comparison relationship table, and select 3km / h.

[0136] Set the electronic fence point: According to the adjustment distance calculation formula, the adjustment distance is 0m; according to the correction distance calculation formula, finally take the maximum safe rear end of the coupled train as the origin and move 0m toward "s1903" along the operating direction.

[0137] Outer protection zone of the joint operation area: According to the location of the electronic fence point, set "1903G" as the outer protection zone.

[0138] 3) Implement joint operation according to the guidance marks

[0139] The specific implementation is the same as the above specific example. According to the train position uncertainty principle, in the most unfavorable case, that is, when the first collision position occurs at the maximum safe rear end of the coupled train, the position coincides with the electronic fence point. Therefore, the coupled train applies brakes unconditionally after the collision. When the mechanical coupler is detected to be "not closed", the subsequent coupling operation is terminated and the abnormal situation is reported to the ground. The coupled train has a total displacement of 1 time, and its maximum safe front end is displaced 0.2m in the operating direction "s1903", with a position margin of 0m. The maximum safe front end of the coupled train invades the built-in protection area by 0.2m and does not cross the end of the coupling operation area.

[0140] In the train coupling method disclosed in the present invention, the area controller calculates and obtains a guide mark fixed on the ground and not moving with the preceding vehicle (coupled train) according to the line characteristics of the coupling operation area, the position of the coupled train in the coupling operation area and other conditions. The guide mark is fixed in position before the coupling operation and its position does not change after the collision, which effectively reduces the complexity of the control of the mobile authorization MA and the ground protection logic of the uncoupling train, and at the same time enables the uncoupling train to perform multiple collisions according to the guide mark while avoiding the coupled train from rushing out of the coupling operation area, thereby improving the coupling operation efficiency.

[0141] The guide mark fixed to the ground and not moving with the preceding vehicle disclosed in the present invention can solve the problem of "limiting one-time collision" in the prior art. Under the condition that the coupling operation area permits, a protection zone outside the coupling operation area may not be set, thereby solving the problem of "low line resource utilization rate caused by indiscriminate protection zones" in the prior art, reducing the vehicle control complexity and response time caused by vehicle-ground coordinated protection, and improving the efficiency of coupling operations.

[0142] The area controller sets a fixed guide mark before the collision begins, and the train completes the operation autonomously according to the guide mark and collision permission instruction without the involvement of the ground system. Since the guide mark does not change with the displacement of the preceding vehicle, the train that implements the active collision (i.e., the train that goes to the coupling) can perform multiple collisions within a controllable range, improving the efficiency of the coupling operation.

[0143] Since the guide mark does not change with the displacement of the preceding vehicle, and the data of the relevant factors of the guide mark can be adjusted according to actual needs, if the line conditions are met, the outer protection zone of the coupling operation area can be omitted to reduce the impact of a single coupling operation on the overall line train tracking interval. The maximum collision speed of the train can also be set differently according to the line conditions of the actual coupling operation area to reduce the execution time of the coupling operation; different marking strategies can be used in the same coupling operation area by adjusting the constant coefficient related to the built-in protection zone in the guide mark, and the operation execution steps can be flexibly adjusted according to operational or safety needs.

[0144] Example 2

[0145] This embodiment discloses an electronic device, including a memory and a processor. The memory stores a computer program, and the processor implements the method described in Embodiment 1 when executing the program.

[0146] Figure 7 An example of a physical structure diagram of an electronic device is shown in FIG. Figure 7 As shown, the electronic device may include: a processor 210, a communication interface 220, a memory 230 and a communication bus 240, wherein the processor 210, the communication interface 220 and the memory 230 communicate with each other through the communication bus 240. The processor 210 may call the logic instructions in the memory 230 to execute the following method: setting a coupling operation area, generating a guide mark according to the position of the coupled train parked in the coupling operation area, wherein the guide mark is set on the ground of the coupling operation area, and the guide mark includes a collision speed limit point, an electronic fence point and a built-in protection area; controlling the coupling train to collide with the coupled train according to the guide mark to complete the coupling operation.

[0147] In addition, the logic instructions in the above-mentioned memory 230 can be implemented in the form of software functional units and can be stored in a computer-readable storage medium when 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, which is stored in a storage medium and includes 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: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0148] The present embodiment provides a non-transitory computer-readable storage medium, which stores computer instructions. The computer instructions enable a computer to execute the methods provided by the above-mentioned method embodiments, for example, including: setting a coupling operation area, generating guide marks according to the position of the coupled train parked in the coupling operation area, wherein the guide marks are set on the ground of the coupling operation area, and the guide marks include collision speed limit points, electronic fence points and built-in protection areas; controlling the coupling train to collide with the coupled train according to the guide marks to complete the coupling operation.

[0149] A person of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above method embodiment; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk, etc., various media that can store program codes.

[0150] 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.

[0151] 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, it 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.

[0152] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. 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.

[0153] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Therefore, any modification, equivalent change and modification made to the above embodiment based on the technical essence of the present invention without departing from the technical solution of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A train coupling method, characterized in that: include: Setting a coupling operation area, and generating guide marks according to the positions of the coupled trains parked in the coupling operation area, wherein the guide marks are set on the ground of the coupling operation area, and the guide marks include collision speed limit points, electronic fence points and built-in protection areas; Control the train to be coupled to collide with the train to be coupled according to the guidance mark to complete the coupling operation.

2. The train coupling method according to claim 1, characterized in that: The coupling operation area is a logical section, including a starting point, an end point and an operation direction. The operation direction is the running direction of the coupling train when performing the coupling operation.

3. The train coupling method according to claim 1, characterized in that: The generating of the guide mark according to the position of the coupled train parked in the coupling operation area includes: According to the end position of the joint operation area, a built-in protection area is set, one end of the built-in protection area coincides with the end point of the joint operation area, and the first preset distance extending from the end point of the joint operation area in the reverse operation direction is set as the other end of the internal auxiliary protection area; Generate a collision speed limit point based on the position of the coupled train; Based on the position of the coupled train, an electronic fence point is generated. After the electronic fence point is generated, its position does not change with the displacement of the coupled train.

4. The train coupling method according to claim 1, characterized in that: The generating of the collision speed limit point based on the position of the coupled train comprises: The maximum safe front end, maximum safe rear end, minimum safe front end and minimum safe rear end of the coupled train are obtained, and the minimum safe rear end is set as the collision speed limit point. When the coupled train reaches the collision speed limit point, the running speed of the coupled train is controlled not to exceed the collision critical speed. The section between the maximum safe front end of the coupled train and the end point of the coupled operation area is set as the regional critical area, and the length of the regional critical area is the distance between the maximum safe front end of the coupled train and the end point of the coupled operation area; Subtract the length of the built-in protection zone from the length of the critical zone to obtain the position margin; If the position margin is less than or equal to the preset length value, the minimum speed within the preset impact speed range is used as the speed limit value, that is, the collision critical speed is the minimum speed within the preset impact speed range.

5. The train coupling method according to claim 1, characterized in that: Also includes: If the position margin is greater than the preset length value, the speed limit value adopts the maximum speed within the preset impact speed range, that is, the collision critical speed is the maximum speed within the preset impact speed range.

6. The train coupling method according to claim 1, characterized in that: The generating of the electronic fence point based on the position of the coupled train comprises: Taking the maximum safe rear end of the coupled train as the origin, setting the second preset distance extending from the origin along the operation direction as the electronic fence point, and the second preset distance is the correction distance; If the electronic fence point coincides with the maximum safe rear end of the coupled train, an outer protection area shall be set up outside the end of the coupling operation area.

7. The train coupling method according to claim 1, characterized in that: The control of the uncoupled train to collide with the coupled train according to the guide mark to complete the coupling operation includes: receiving a coupling working condition signal of the coupled train, the coupling working condition signal including a parking state and a coupling preparation state of the coupled train; After receiving the collision request sent by the uncoupled train, confirm whether the coupled train coupling condition is valid. If the coupled train coupling condition is valid, send a collision permission instruction and guidance mark to the uncoupled train; The train going to be coupled approaches the speed limit value of the collision speed limit point according to the guidance mark and collides with the coupled train.

8. The train coupling method according to claim 1, characterized in that: Also includes: The train to be coupled obtains and determines the closing state of the mechanical coupler at its coupling end; If it is detected that the mechanical coupler at the coupling end is not closed, when the vehicle speed is 0 or a collision has occurred, the collision operation will be performed again.

9. The train coupling method according to claim 1, characterized in that: Also includes: If the maximum safe front end of the train to be coupled reaches or crosses the electronic fence point set in the coupling operation area, a braking command is applied to the train to be coupled to end the coupling operation.

10. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 9 is implemented.

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