Train control method, system, device, equipment, medium and program product

Abstract

The embodiments of this specification provide a train control method, system, device, equipment, medium and program product, the method comprising: determining the target axle counting section in which the target train is currently located; responding to a turnaround request sent by the target train at the current stop point, matching a forward route for the target train according to the planned running direction and the target axle counting section of the target train, wherein the forward route is used to control the target train to enter the automatic operation mode, and the current stop point is within the target axle counting section; determining the updated locking direction of the target axle counting section based on the forward route, and matching a reverse route for the target train according to the updated locking direction; controlling the target train to change ends in the automatic operation mode and run according to the reverse route. By matching the forward route and matching the reverse route based on the forward route, it is possible to ensure that the train changes ends in the automatic operation mode, realize the train changing ends and turning back at any point, and change ends and turning back in the automatic operation mode at any point.

Description

Technical Field

[0001] The embodiments of this specification relate to the field of rail transit technology, and in particular to a train control method, system, device, equipment, medium, and program product. Background Art

[0002] During train operation, due to actual operational needs or special circumstances such as disasters, there may be situations where a train needs to switch ends and return. Currently, train reversals are often implemented by planning a reversal route for the train, calculating the corresponding reversal point, and then controlling the train to switch ends and return when it reaches the reversal point.

[0003] However, based on this reversal method, the train must be controlled to continue running forward to the specified reversal point before it can turn back. This cannot ensure that the train can move away from the disaster in time, resulting in an inability to better protect the safety of the train and personnel. Summary of the Invention

[0004] In view of this, embodiments of this specification provide a train control method. One or more embodiments of this specification also relate to a train control system, a train control device, a computing device, a computer-readable storage medium, and a computer program product to address technical deficiencies in the prior art.

[0005] According to a first aspect of an embodiment of this specification, a train control method is provided, which is applied to a control terminal and includes:

[0006] Determine the target axle counting section where the target train is currently located;

[0007] In response to a turnaround request sent by a target train at its current stop, a forward route is matched for the target train based on its planned running direction and target axle counting section, wherein the forward route is used to control the target train to enter automatic operation mode, and the current stop is within the target axle counting section;

[0008] Determine the updated blocking direction of the target axle counting section based on the forward route, and match the reverse route for the target train based on the updated blocking direction;

[0009] Control the target train to change ends in automatic operation mode and run in the reverse route.

[0010] According to a second aspect of an embodiment of this specification, there is provided a train control system, comprising a control terminal and a target train;

[0011] The control end is configured to determine a target axle counting section in which the target train is currently located;

[0012] The target train is configured to send a turnaround request to the control terminal at a current stop point, wherein the current stop point is within a target axle counting section;

[0013] The control end is also configured to respond to a turnaround request sent by the target train at the current stop point, match a forward route for the target train according to the planned running direction and target axle counting section of the target train, wherein the forward route is used to control the target train to enter the automatic operation mode; determine the updated locking direction of the target axle counting section based on the forward route, and match a reverse route for the target train according to the updated locking direction; control the target train to change ends in the automatic operation mode and run according to the reverse route.

[0014] According to a third aspect of the embodiments of this specification, a train control device is provided, configured at a control terminal, comprising:

[0015] A first determining module is configured to determine a target axle counting section where the target train is currently located;

[0016] a matching module configured to, in response to a turnaround request sent by a target train at a current stop point, match a forward route for the target train according to a planned running direction of the target train and a target axle counting section, wherein the forward route is used to control the target train to enter an automatic running mode, and the current stop point is within the target axle counting section;

[0017] a second determining module configured to determine an updated blocking direction of a target axle counting section based on the forward route, and match a reverse route for the target train according to the updated blocking direction;

[0018] The control module is configured to control the target train to change ends in the automatic operation mode and run according to the reverse route.

[0019] According to a fourth aspect of the embodiments of this specification, there is provided a computing device, including:

[0020] memory and processor;

[0021] The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, the steps of the above-mentioned train control method are implemented.

[0022] According to a fifth aspect of the embodiments of this specification, a computer-readable storage medium is provided, which stores computer-executable instructions, and when the instructions are executed by a processor, the steps of the above-mentioned train control method are implemented.

[0023] According to a sixth aspect of the embodiments of this specification, a computer program product is provided, comprising a computer program / instruction, which implements the steps of the above-mentioned train control method when executed by a processor.

[0024] One embodiment of the present specification realizes determining the target axle counting section in which the target train is currently located; in response to a turnaround request sent by the target train at the current stop point, matching a forward route for the target train according to the planned running direction of the target train and the target axle counting section, wherein the forward route is used to control the target train to enter the automatic operation mode, and the current stop point is within the target axle counting section; determining the updated locking direction of the target axle counting section based on the forward route, and matching a reverse route for the target train according to the updated locking direction; controlling the target train to change ends in the automatic operation mode and run according to the reverse route.

[0025] In this way, by determining the target axle counting section in which the target train is currently located, when receiving the turnaround request sent by the target train at the current stop point, the target train can be matched with a forward route according to the planned running direction and the target axle counting section of the target train, thereby ensuring that the target train can enter the automatic operation mode at the current stop point; by determining the reverse route corresponding to the target train, the target train can be controlled to change ends in the automatic operation mode and run according to the reverse route, thereby ensuring that at the current stop point, the target train can change ends and run in reverse in the automatic operation mode, realize the target train to change ends and turn around at any point, and realize the target train to change ends and turn around in the automatic operation mode at any point, thereby improving the flexibility and timeliness of the turnaround operation and ensuring the safety of the train and personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is an architectural diagram of a train control system provided by one embodiment of this specification;

[0027] Figure 2 This is an architecture diagram of another train control system provided by one embodiment of this specification;

[0028] Figure 3 This is a flow chart of a train control method provided by one embodiment of this specification;

[0029] Figure 4 This is a flow chart of a process of a train control method provided by one embodiment of this specification;

[0030] Figure 5 This is a schematic diagram of a turnaround process of a train control method provided by one embodiment of this specification;

[0031] Figure 6 This is a structural diagram of a train control device provided by one embodiment of this specification;

[0032] Figure 7 This is a structural block diagram of a computing device provided by one embodiment of this specification. DETAILED DESCRIPTION

[0033] The following description sets forth many specific details to facilitate a thorough understanding of this specification. However, this specification can be implemented in many other ways than those described herein, and those skilled in the art can make similar generalizations without violating the scope of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0034] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a," "the," and "the" used in one or more embodiments of this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items.

[0035] It should be understood that although the terms first, second, etc. may be used to describe various information in one or more embodiments of this specification, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, the first may also be referred to as the second, and similarly, the second may also be referred to as the first. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0036] In addition, it should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0037] First, the terms involved in one or more embodiments of this specification are explained.

[0038] Line Controller (LC): Mainly responsible for calculating movement authorizations for communication trains within its control area based on the position information reported by communication trains, the routes arranged by the interlocking, and the track occupancy / vacancy information provided by the wayside equipment, to ensure the safe operation of communication trains within its control area.

[0039] Zone Controller (ZC): A device used to control and monitor train operations within a specific zone. It communicates with trackside equipment (such as signals and switches) and onboard equipment (such as the ATP / ATO system) to control and monitor train operations.

[0040] Computer Interlocking (CI): Interlocking, abbreviated as interlocking, is a technical method that establishes a mutually interconnected and mutually restrictive relationship between signals, switches, and routes according to specific conditions and procedures to ensure train safety. This relationship can exist in depots, yards, and main lines, controlling train routing and entry and exit changes, and preventing routes that could cause conflicts between locomotives and rolling stock.

[0041] Movement Authority (MA): refers to the authority for a train to enter or pass through a specific track area in a specified direction.

[0042] Vehicle On Board Computer (VOBC): An electronic system installed inside a vehicle that is responsible for controlling and monitoring the vehicle's operating status.

[0043] CTC level: refers to the level at which the ATP application software obtains the mobile authorization of the LC through wireless communication and controls the train operation.

[0044] CTC-CM mode, also known as Automatic Train Control (ATC) mode, is a manual driving mode under ATP supervision. In this mode, the ATP provides speed codes for recommended speed, warning speed, and braking speed. The driver simply drives the train according to the speed codes. In this mode, the ATP ensures driving safety, while the driver performs all other operations, such as door opening and closing, and traction braking.

[0045] CTC-AM mode: also known as automatic train driving mode, means that under the condition that ATP ensures the safety of train operation, when ATP collects the driver's confirmation that ATO is allowed to start, ATO automatic driving is started and all automatic protection functions are realized.

[0046] CTC-FAM mode: also known as fully automatic train driving mode, means that ATO automatically drives the train while ATP ensures the safety of train operation, and realizes all functions of automatic protection.

[0047] In this specification, a train method is provided. This specification also involves a train control system, a train control device, a computing device, a computer-readable storage medium, and a computer program product, which are described in detail one by one in the following embodiments.

[0048] See also Figure 1 , Figure 1 1 shows an architecture diagram of a train control system provided according to an embodiment of the present specification. The train control system 100 specifically includes a control terminal 102 and a target train 104 .

[0049] The control terminal 102 is configured to determine the target axle counting section where the target train 104 is currently located.

[0050] The target train 104 is configured to send a turnaround request to the control terminal 102 at a current stop point, wherein the current stop point is within the target axle counting section.

[0051] The control terminal 102 is also configured to respond to a turnaround request sent by the target train 104 at the current stop point, match a forward route for the target train 104 according to the planned running direction and the target axle counting section of the target train 104, wherein the forward route is used to control the target train 104 to enter the automatic operation mode; determine the updated locking direction of the target axle counting section based on the forward route, and match a reverse route for the target train 104 according to the updated locking direction; control the target train 104 to change ends in the automatic operation mode and run according to the reverse route.

[0052] Optionally, when the control terminal 102 matches a forward route for the target train 104, the forward MA of the target train 104 can be calculated based on the matched forward route, thereby enabling the target train 104 to enter the CTC level. Furthermore, when the target train 104 completes the end-change operation, the control terminal 102 can match a reverse route for the target train 104 and calculate the reverse MA, thereby enabling the target train 104 to return along the reverse route based on the reverse MA after the end-change.

[0053] By applying this embodiment, through the interaction between the control end and the target train, upon receiving a turnaround request sent by the target train at the current stop point, the target train can be matched with a forward route according to the planned running direction and the target axle counting section of the target train, thereby ensuring that the target train enters the automatic operation mode at the current stop point; the target train can be controlled to change ends in the automatic operation mode and run according to the reverse route, thereby ensuring that the target train can change ends and run in the reverse direction in the automatic operation mode at the current stop point, thereby enabling the target train to change ends and turn around at any point, and enabling the target train to change ends and turn around in the automatic operation mode at any point, thereby improving the flexibility and timeliness of the turnaround operation and ensuring the safety of the train and personnel.

[0054] See also Figure 2 , Figure 2The diagram shows an architecture of another train control system provided according to an embodiment of the present specification. The train control system 200 specifically includes a control terminal 202 and a target train 204. The control terminal 202 includes a control system 2022 and an interlocking system 2024.

[0055] Target train 204 : is configured to send the current position to the control system 2022 .

[0056] The control system 2022 is configured to calculate the target axle counting section where the target train 204 is currently located based on the current position and the electronic map data.

[0057] The target train 204 is further configured to send a turnaround request to the control system 2022 .

[0058] The control system 2022 is further configured to determine, in response to a turnaround request, a candidate forward route corresponding to the target train 204 based on the target axle counting section and the planned running direction of the target train; and send a route control instruction for the candidate forward route to the interlocking system 2024.

[0059] Interlocking system 2024: is configured to lock each axle counting section in the candidate forward route according to the planned running direction based on the route control instruction of the forward route, and feed back the route information of the candidate forward route to the control system 2022.

[0060] Control system 2022: is also configured to match a forward route and calculate a forward MA for the target train 204 based on the route information of the candidate forward route; determine an updated locking direction of the target axle counting section based on the forward route, and determine a candidate reverse route corresponding to the target train 204 according to the updated locking direction; and send a route control instruction for the candidate reverse route to the interlocking system 2024.

[0061] Interlocking system 2024: is also configured to update the locking status of each axle counting section in the forward route to unlocked according to the route control instruction of the candidate reverse route, lock each axle counting section in the candidate reverse route in the opposite direction of the updated locking direction, and feed back the route information of the candidate reverse route to the control system 2022.

[0062] The control system 2022 is further configured to match a reverse route for the target train 204 based on the route information of the candidate reverse route; control the target train 204 to perform a terminal change operation, and calculate a reverse MA when the target train 204 completes the terminal change operation.

[0063] By applying this embodiment, through the interaction between the control system and the target train, upon receiving a turnaround request sent by the target train at the current stop point, the target train can be matched with a forward route according to the planned running direction and the target axle counting section of the target train, thereby ensuring that the target train enters the automatic operation mode at the current stop point; through the interaction between the control system and the interlocking system, the interlocking system can be controlled to close the forward route and process the reverse route, thereby enabling the train to change ends in the automatic operation mode at the current stop point, and then enabling the train to turn around based on the reverse route matched by the control system, thereby improving the flexibility and timeliness of the turnaround operation and ensuring the safety of the train and personnel.

[0064] See also Figure 3 , Figure 3 A flow chart of a train control method provided according to an embodiment of the present specification is shown, which is applied to a control end and specifically includes the following steps.

[0065] Step 302: Determine the target axle counting section where the target train is currently located.

[0066] In actual applications, the control end can determine the target axle counting section where the target train is currently located.

[0067] Specifically, the control terminal can be used to control and manage trains running in a certain area, and the specific area can be determined according to the needs of actual applications. Furthermore, the control terminal can include a control system and an interlocking system.

[0068] The control system, which can be understood as the LC or ZC, is used to match routes and calculate movement authorizations for trains within the control area. The interlocking system, also known as computer interlocking, is used to implement route management functions.

[0069] Optionally, the target train can achieve communication interaction with the control system through the electronic system VOBC configured thereon.

[0070] In actual applications, through the mutual cooperation between the control system, interlocking system and VOBC, the target train can be operated at the CTC level.

[0071] Specifically, the CTC level may include operating modes such as CTC-CM, CTC-AM, and CTC-FAM.

[0072] In one or more optional embodiments of the present specification, in order to facilitate clearer explanation, "automatic operation mode" is used to uniformly refer to various operation modes under the CTC level.

[0073] Specifically, the target train can be understood as any train running in the area managed by the control terminal.

[0074] Optionally, the area managed by the control terminal may include at least one approach route, each separated by a signal. Each approach route may include at least one axle counting section, with axle counters located at each end of each axle counting section. Furthermore, the axle counts of the axle counters at each end of the axle counting section can be used to determine whether a train is currently occupying the axle counting section.

[0075] Optionally, when the axle numbers of the axle counters at both ends of the axle counting section are the same, it is judged that there is no train occupying the axle counting section; when the axle numbers of the axle counters at both ends of the axle counting section are different, it is judged that there is a train occupying the axle counting section.

[0076] According to an optional embodiment of the present specification, the target axle counting section in which the target train is currently located is determined, and upon receiving a return request sent by the target train, a corresponding forward route can be matched for the target train based on the target axle counting section and the locking direction of the target axle counting section.

[0077] According to another optional embodiment of the present specification, the target axle counting section in which the target train is currently located is determined, and tracking processing of other trains can also be achieved based on the target axle counting section.

[0078] Furthermore, according to an optional embodiment of the present specification, determining the target axle counting section in which the target train is currently located may include the following steps:

[0079] Get the current position of the target train;

[0080] The target axle counting section where the target train is currently located is calculated based on the current position and electronic map data.

[0081] Specifically, the current position can be understood as the current position information of the target train, which may include coordinate position, altitude position, longitude and latitude and other information, and can be determined according to actual needs.

[0082] Optionally, the current position can be achieved through autonomous positioning of the target train.

[0083] For example, when the target train passes two transponders, the target train can determine its position and running direction on the line and send the position and running direction to the control end.

[0084] Optionally, the target axle counting section where the target train is currently located may be calculated based on the current position and electronic map data.

[0085] Specifically, the target axle counting section can be understood as the axle counting section where the vehicle body of the target train is currently located. The target axle counting section may include one or two.

[0086] For example, when the target train runs in one axle counting section, there is one target axle counting section; when the target train crosses from one axle counting section to an adjacent axle counting section, there are two target axle counting sections.

[0087] Optionally, calculating the target axle counting section where the target train is currently located based on the current position and electronic map data may include:

[0088] Determining the boundary position of each axle counting section according to the electronic map data, wherein the boundary position includes a starting position and an ending position;

[0089] The current position is matched with the boundary position of each axle counting section to obtain the target axle counting section where the target train is currently located.

[0090] By applying this embodiment, the current position of the target train is obtained; based on the current position and electronic map data, the target axle counting section in which the target train is currently located is calculated. This makes it possible to locate the axle counting section in which the train is currently located during its operation on the train line, thereby achieving route matching for the target train and position tracking of each train on the line.

[0091] Step 304: In response to the turnaround request sent by the target train at the current stop point, a forward route is matched for the target train according to the planned running direction and the target axle counting section of the target train, wherein the forward route is used to control the target train to enter the automatic operation mode, and the current stop point is within the target axle counting section.

[0092] In actual applications, a forward route can be matched for the target train in response to a turnaround request sent by the target train at the current stop point.

[0093] Specifically, the current stopping point can be understood as the position where the target train currently stops, and the current stopping point is within the target axle counting section.

[0094] For example, the current stopping point can be determined based on the locomotive position of the target train or based on the body position of the target train. Specific determinations can be made based on actual application needs, and this specification does not impose any limitations on this.

[0095] In an optional embodiment of the present specification, the target train may stop running in response to a stop instruction sent by the operation center.

[0096] In another optional embodiment of the present specification, the target train may also stop running under the control of the driver.

[0097] Optionally, the target axle counting section may also be understood as the axle counting section where the train stops running.

[0098] Specifically, the turnaround request can be understood as a request sent by the target train to the control end for the target train to change ends and turn around from the current stop point.

[0099] It should be noted that since the turnaround request is a request to change ends and turn back from the current stop point, and the current stop point is the stop position based on the stop instruction during the train operation, the stop position is not a pre-specified stop position. Therefore, the turnaround request in the embodiment of this specification can also be understood as a turnaround request for any point, which can enable the train to change ends and turn back at any point; it can also be understood as a turnaround request in place for the current stop point, which can enable the train to change ends and turn back in place. Therefore, the application of the embodiment of this specification can improve the timeliness and flexibility of train turnaround, without the need to prepare a turnaround route for the train and without the need to control the train to continue running forward to the designated turnaround point.

[0100] Specifically, the planned running direction can be understood as the running direction of the target train planned in advance, and can also be understood as the running direction of the target train under normal circumstances.

[0101] Exemplarily, the planned operation direction may be obtained according to a pre-established planned operation table, for example, it may be an uplink direction or a downlink direction.

[0102] Specifically, the forward route can be understood as a route that is consistent with the planned running direction. In other words, the direction of the forward route is consistent with the planned running direction of the target train.

[0103] For example, if the planned running direction is upward, the direction of the forward route should also be upward.

[0104] In actual applications, the target train can enter the CTC level and run in automatic operation mode only when the control end matches the forward route for the target train and calculates the forward movement authorization.

[0105] Specifically, the automatic operation mode can be understood as an operation mode at the CTC level.

[0106] In actual applications, if a special situation occurs ahead of the target train's running direction, the operation center can notify the target train to turn back, or the driver can press the turn-back button on the target train to make the target train turn back at any point.

[0107] In an optional embodiment of the present specification, the target train sends a turnaround request at the current stop point, which may include:

[0108] The target train responds to the turnaround instruction sent by the operation center and sends a turnaround request to the control terminal.

[0109] In another optional embodiment of the present specification, the target train sends a turnaround request at the current stop point, which may also include:

[0110] The target train sends a turnaround request to the control terminal in response to the triggering operation on the turnaround control on the target train.

[0111] Optionally, the triggering operation of the return control can be achieved by the driver pressing a return button on the target train; it can also be triggered by the automatic driving system in response to a preset event or preset instruction.

[0112] In one or more optional embodiments of the present specification, in response to a turnaround request sent by a target train at a current stop point, matching a forward route for the target train according to the target train's planned running direction and target axle counting section may include the following steps:

[0113] In response to a turnaround request sent by a target train at a current stop point, a candidate forward route is determined that includes a target axle counting section and has a preset route direction that is the same as a planned running direction;

[0114] If the target train meets the train pre-screening conditions and the blocking direction of each axle counting section in the candidate forward route is the same as the planned running direction, the candidate forward route is determined to be the forward route;

[0115] According to the forward route, the forward movement authorization of the target train is calculated, wherein the forward movement authorization is used to control the target train to enter the automatic operation mode.

[0116] Specifically, the preset route direction can be understood as the route direction pre-configured for each route, which can include an upward direction or a downward direction. For example, if the planned running direction of the target train is the upward direction, and the planned running route of the target train includes route S1-S2, then the preset route direction of route S1-S2 is the upward direction. The candidate forward route can be understood as a route that includes a target axle counting section and whose preset route direction is the same as the planned running direction. The candidate forward route can include at least one axle counting section. The forward route can be understood as a route in which the locking direction of each axle counting section is the same as the planned running direction of the target train. The forward route can include at least one axle counting section.

[0117] Optionally, when the locking directions of the axle counting sections in the candidate forward route are also the same as the planned running direction, the candidate forward route can be determined as the forward route matching the target train.

[0118] Specifically, meeting the train pre-screening conditions can be understood as there being no hidden non-communication vehicles in front of the target train. Non-communication vehicles may include trains that cannot establish a communication connection with the system, or other objects other than trains. Forward movement authorization can also be called forward MA, which can ensure that the train moves from the starting end to the end of the forward route in automatic operation mode. In actual applications, when the control end matches the forward route for the target train and calculates the forward MA, the control end can achieve safe vehicle control according to the CTC level, and the target train can enter the automatic operation mode.

[0119] Optionally, determining a candidate forward route that includes a target axle counting section and whose preset route direction is the same as the planned running direction may include:

[0120] determining at least one approach route including a target axle counting section;

[0121] The route whose preset route direction is consistent with the planned running direction is determined as the candidate forward route.

[0122] In practical applications, at least one route may include the target axle counting section, and different routes may correspond to different preset route directions. For example, routes S1-S2 and S3-S4 may both include the target axle counting section, but the preset route direction of route S1-S2 corresponds to the upward direction, while the preset route direction of route S3-S4 corresponds to the downward direction. If the planned travel direction is upward, route S1-S2 is determined to be the candidate forward route.

[0123] Furthermore, the control system can send a route control instruction for the candidate forward route to the interlocking system based on the determined candidate forward route, and the route control instruction is used to instruct the interlocking system to process the forward route. The interlocking system can respond to the route control instruction for the candidate forward route, process the forward route for the target train, and update the locking direction of each axle counting section in the candidate forward route to be consistent with the planned running direction; and then send feedback information on the completion of the route processing to the control system. The control system can detect whether the locking direction of each axle counting section in the forward route processed by the interlocking system is consistent with the planned running direction. If consistent, it matches the forward route for the target train, that is, determines the candidate forward route as the forward route, and calculates the forward movement authorization, so that the target train can enter the CTC level.

[0124] Optionally, the train front screening condition can also be understood as a head screening condition. Ways to implement the train front screening may include:

[0125] Detecting the distance between the train locomotive and the front end of the target axle counting section, and detecting the occupancy status of the next axle counting section of the train locomotive;

[0126] If the distance between the train head and the front end of the target axle counting section is less than the preset distance, and the occupancy status of the next axle counting section is idle, it is determined that the target train has passed the train front screening, that is, it meets the train front screening conditions.

[0127] In actual applications, if the distance between the train head and the front end of the target axle counting section is less than a preset distance, and the occupancy status of the next axle counting section of the train head is idle, it can be ensured that there are no undetected obstacles or hidden trains in front of the train, which can ensure driving safety.

[0128] During the actual implementation process, in addition to detecting whether the target train meets the pre-train screening conditions and whether the locking direction of each axle counting section in the candidate forward route is as expected, other tests can also be performed on the target train and / or each axle counting section, such as detecting whether the communication status of the target train is normal, whether the equipment status is normal, whether the target train is in a stable state, etc. The specific test can be determined according to the needs of the actual application.

[0129] By applying this embodiment, by responding to the turnaround request sent by the target train at the current stop point, a candidate forward route is determined, which includes the target axle counting section and whose preset route direction is the same as the planned running direction; when the target train meets the train pre-screening conditions and the locking direction of each axle counting section in the candidate forward route is the same as the planned running direction, the candidate forward route is determined to be the forward route; based on the forward route, the forward movement authorization of the target train is calculated, which can ensure that the train enters the CTC level at the current stop point while ensuring operational safety, thereby ensuring that the target train can change ends and turn around in automatic operation mode at any turning point, which is beneficial to improving the safety of train operation.

[0130] It should be noted that when the control system determines the candidate forward route based on the planned operating direction and the position of the target axle counting section, the locking direction of each axle counting section in the candidate forward route has not yet been determined, and the safety of train operation cannot be guaranteed at this time; therefore, the candidate forward route can only be determined as the forward route when it is determined that the locking direction of each axle counting section in the candidate forward route is the same as the planned operating direction.

[0131] In an optional embodiment of the present specification, when the target train meets the train pre-screening conditions and the blocking direction of each axle counting section in the candidate forward route is the same as the planned running direction, before determining the candidate forward route as the forward route, the following steps may be further included:

[0132] Control each axle counting section in the candidate forward route to be locked in the same direction as the planned running direction.

[0133] During the actual implementation process, the control system can send a route control instruction for the candidate forward route to the interlocking system based on the determination of the candidate forward route. The route control instruction is used to instruct the interlocking system to lock each axle counting section in the candidate forward route in the same direction as the planned operating direction.

[0134] In response to route control instructions for a candidate forward route, the interlocking system can block each axle counting section in the candidate forward route in the same direction as the planned travel direction and send feedback information to the control system. Based on this feedback information, the control system can further detect whether the target train meets the pre-train screening conditions and whether the blocking direction of each axle counting section in the candidate forward route is consistent with the planned travel direction. If the detection results meet expectations, the control system can match a forward route for the target train.

[0135] By applying this embodiment, by controlling each axle counting section in the candidate forward route to lock in the same direction as the planned running direction before determining that the candidate forward route is the forward route, it can be ensured that the locking direction of each axle counting section in the candidate forward route is consistent with the planned running direction, thereby successfully matching the forward route for the target train in the future and improving the success rate of the target train entering the automatic operation mode.

[0136] In actual applications, when the control end receives the turnaround request sent by the target train, it can verify the turnaround request and further process the turnaround request if the verification passes.

[0137] According to an optional embodiment of the present specification, verifying the return request may include:

[0138] Check whether the fields of the return request match the preset field values.

[0139] For example, the turnaround request may include a default field value and a preset field value, wherein the default field value indicates that the target train does not need to turn around; the preset field value may indicate that the target train needs to turn around. The default field value may be 0xFF; the preset field value may be 0x55.

[0140] It should be noted that the field value of the return request can be set according to actual needs, and this specification does not impose any restrictions on this.

[0141] Step 306: Determine the updated locking direction of the target axle counting section based on the forward route, and match the reverse route for the target train according to the updated locking direction.

[0142] In practical applications, while ensuring that the target train enters the automatic operation mode, the update locking direction of the target axle counting section can be determined based on the forward route, and the reverse route can be matched for the target train according to the updated locking direction.

[0143] Specifically, the updated blocking direction can be understood as the blocking direction of the target axle counting section after the forward route is matched for the target train. The updated blocking direction is the same as the planned operating direction and the route direction of the forward route. That is, if the planned operating direction and the route direction of the forward route are both upward, the updated blocking direction is also upward. The blocking direction refers to a method used by the interlocking system to restrict and manage the train's operating direction. Assuming that the train is to travel in the upward direction, the blocking status of each axle counting section through which the train is scheduled to pass must be locked, and the blocking direction must be upward to ensure normal and safe operation as planned. The reverse route can be understood as the route opposite to the updated blocking direction; that is, the reverse route's direction is opposite to the target train's planned operating direction. For example, if the target train's planned operating direction is upward, the updated blocking direction is also upward, and the reverse route is downward. The reverse route can include at least one axle counting section.

[0144] In practical applications, running in the reverse route can keep the target train away from the location of the emergency if an emergency occurs ahead of the planned running direction.

[0145] According to an optional embodiment of the present specification, determining an updated blocking direction of a target axle counting section based on a forward route, and matching a reverse route for a target train based on the updated blocking direction may include the following steps:

[0146] Determine a candidate reverse route that includes a target axle counting section and has a preset route direction opposite to an updated blocking direction;

[0147] When the target train meets the train post-screening conditions and the locking direction of each axle counting section in the candidate reverse route is opposite to the updated locking direction, the candidate reverse route is determined to be the reverse route.

[0148] Specifically, the updated blocking direction can be understood as the direction in which the interlocking system controls the blocking of the target axle counting section, consistent with the planned operating direction and the forward approach direction. A candidate reverse approach can be understood as an approach that includes the target axle counting section and has a preset approach direction opposite to the updated blocking direction. A candidate reverse approach can include at least one axle counting section.

[0149] For example, routes S1-S2 and S3-S4 both include target axle counting sections. Route S1-S2 is the forward route matched to the target train, corresponding to the upward direction; route S3-S4 corresponds to the downward direction. Therefore, route S3-S4 can be determined as the candidate reverse route.

[0150] Optionally, according to the position of the target axle counting section, a candidate reverse route including the target axle counting section and having a preset route direction opposite to the updated locking direction can be determined from the electronic map.

[0151] In practical applications, in addition to electronic maps, candidate reverse routes can also be determined from other data structures such as route configuration tables that are used to store the association relationship between axle counting sections and routes.

[0152] Specifically, meeting the train rear screening condition may include: there is no hidden non-communication vehicle behind the target train.

[0153] Optionally, the train rear screening condition can also be understood as a tail screening condition, and the implementation of the train rear screening may include:

[0154] Detecting the distance between the rear of the train and the end of the target axle counting section, and detecting the occupancy status of the previous axle counting section at the rear of the train;

[0155] If the distance between the rear of the train and the end of the target axle counting section is less than the preset distance, and the occupancy status of the previous axle counting section is idle, the train meets the rear-of-train screening conditions, which can ensure that there are no undetected obstacles or hidden trains behind the train, and can ensure driving safety.

[0156] It should be noted that in this embodiment, the front and rear are relative to the train's running direction. The direction in front of the train's running direction, that is, the direction the train is about to run to, is the front; the direction behind the train's running direction, that is, the direction the train is leaving, is the rear. The above is only an optional example of implementing the front and rear screens of the train and does not limit this specification.

[0157] By applying this embodiment, by determining the candidate reverse route including the target axle counting section according to the updated locking direction of the target axle counting section, the corresponding candidate reverse route can be determined in advance for the target train to turn around at the current stop point, thereby facilitating the subsequent matching of the reverse route for the target train, enabling the train to turn around at any turning point, and improving the safety of the train during reverse operation.

[0158] It should be noted that when the control system determines the candidate reverse route based on the updated locking direction and the position of the target axle counting section, the locking direction of each axle counting section in the candidate reverse route has not yet been determined, and the safety of train operation cannot be guaranteed at this time; therefore, the candidate reverse route can only be determined as the reverse route when it is determined that the locking direction of each axle counting section in the candidate reverse route is opposite to the updated locking direction.

[0159] According to an optional embodiment of the present specification, when the target train meets the train rear screening condition and the blocking direction of each axle counting section in the candidate reverse route is opposite to the updated blocking direction, before determining that the candidate reverse route is the reverse route, the following steps may be further included:

[0160] The locking state of each axle counting section in the control forward route is updated to unlocked, and each axle counting section in the candidate reverse route is controlled to be locked in the direction opposite to the updated locking direction.

[0161] During the actual implementation process, the control system can send a route control instruction for the candidate reverse route to the interlocking system based on the determination of the candidate reverse route. The route control instruction is used to instruct the interlocking system to update the locking status of each axle counting section in the forward route to unlocked, and to lock each axle counting section in the candidate reverse route in the direction opposite to the updated locking direction.

[0162] In response to a route control instruction for a candidate reverse route, the interlocking system can first update the locking status of each axle counting section in the forward route to unlocked. This step is performed first because the axle counting sections included in the candidate reverse route may overlap with those included in the forward route. To properly lock each axle counting section in the candidate reverse route and avoid conflicts, it is necessary to first update the locking status of each axle counting section in the forward route to unlocked. Furthermore, if the locking status of each axle counting section in the forward route is updated to unlocked, the interlocking system can update the locking status of each axle counting section in the candidate reverse route to locked, update the locking direction to the opposite of the updated locking direction, and send feedback information to the control system.

[0163] For example, if the updated blocking direction is upward, the blocking direction of each axle counting section in the candidate reverse route is updated to downward. Since the target axle counting section is in the candidate reverse route, the updated blocking direction of the target axle counting section should also be downward.

[0164] Based on the feedback information received, the control system can further detect whether the target train meets the train post-screening conditions, whether the locking direction of each axle counting section in the candidate reverse route is opposite to the updated locking direction, and match the reverse route for the target train if the detection results meet expectations.

[0165] In practice, when the route is blocked, the signal lights at both ends of the route can be illuminated simultaneously; when the route is not blocked, the signal lights at both ends of the route can remain off. For example, when each axle counting section in the forward route is updated to be unlocked, the signal lights at both ends of the forward route can be turned off simultaneously.

[0166] By applying this embodiment, before determining that the candidate reverse route is the reverse route, each axle counting section in the forward route is controlled to be updated to be unlocked, and each axle counting section in the candidate reverse route is controlled to be locked in the direction opposite to the updated locking direction. This ensures that the locking direction of each axle counting section in the candidate reverse route is opposite to the planned running direction, thereby successfully matching the reverse route for the target train in the future and improving the success rate of the target train entering the automatic operation mode.

[0167] Optionally, the number of reverse routes can be determined based on actual application requirements and can include one or more. It should be noted that when there are multiple reverse routes, in order to ensure the driving safety of the train during reverse operation, each reverse route must pass a pre-set verification step before the reverse route can be opened.

[0168] According to another optional embodiment of the present specification, matching a reverse route for a target train may also include the following steps:

[0169] Determine a reverse route including the target axle counting section based on a direction opposite to the planned running direction of the target train.

[0170] Step 308: Control the target train to change ends in the automatic operation mode and run in the reverse route.

[0171] In actual applications, when the reverse route is determined, the target train can be controlled to change ends in the automatic operation mode and run according to the reverse route.

[0172] According to an optional embodiment of the present specification, before controlling the target train to change ends in the automatic operation mode, the following steps may also be included:

[0173] The target train is subjected to a legality check, wherein the legality check includes checking whether the current level of the target train meets the level corresponding to the automatic operation mode and checking whether the target train is currently stopped.

[0174] Optionally, the legality check may include checking whether the current level of the target train meets the level corresponding to the automatic operation mode, checking whether the target train is currently stopped, and may also include checking whether the field of the return request meets the preset field value, whether the inspection target train meets the train pre-screening conditions and train post-screening conditions, etc.

[0175] Specifically, the preset field value may indicate that the target train needs to turn back.

[0176] For example, the turnaround request may include a default field value and a preset field value, wherein the default field value indicates that the target train does not need to turn around; the preset field value may indicate that the target train needs to turn around. The default field value may be 0xFF; the preset field value may be 0x55.

[0177] It should be noted that the field value of the return request can be set according to actual needs, and this specification does not impose any restrictions on this.

[0178] Exemplarily, the target train passing the legality check may include:

[0179] The current level of the target train is the CTC level, the target train has currently stopped, the field value of the return request sent by the target train meets the preset field value (for example, 0x55), and the target train has met the train front screening conditions and train back screening conditions.

[0180] By applying this embodiment, by performing a legitimacy check on the target train, it is possible to ensure that the train maintains the CTC level at the current stop point, that is, any turning point, and to ensure driving safety during the turning process.

[0181] According to an optional embodiment of the present specification, controlling the target train to change ends in the automatic operation mode and run in a reverse route may include the following steps:

[0182] The target train is controlled to perform a terminal change operation, and a reverse movement authorization of the target train is calculated based on the reverse route, wherein the reverse movement authorization is used to control the target train to run according to the reverse route in the automatic operation mode.

[0183] Specifically, a change of ends can be understood as switching from one end of a train to the other to control the train's continued operation. A reverse movement authorization (also known as a reverse MA) controls the train's automatic operation from the start of a reverse route to the end of the reverse route.

[0184] In actual implementation, the reverse movement authorization corresponding to the reverse route can be directly calculated based on the reverse route matched for the target train. Alternatively, the reverse movement authorization corresponding to the reverse route can be calculated when the train performs a terminal change operation and completes the change. Calculating the reverse movement authorization corresponding to the reverse route when the train performs a terminal change operation and completes the change can ensure higher safety, preventing the train from moving before the terminal change is completed, and avoiding safety hazards such as operational conflicts.

[0185] Optionally, after determining the candidate reverse route, controlling each axle counting section in the forward route to be updated to unlocked, and controlling each axle counting section in the candidate reverse route to be locked in the opposite direction of the updated locking direction, a change of end instruction may be sent to the target train first; when the target train completes the change of end, based on the locking direction of each axle counting section in the candidate reverse route, the reverse route is matched for the target train, and the corresponding reverse movement authorization is calculated.

[0186] By applying this embodiment, by controlling the target train to perform end-changing operations, the train can be switched to the end opposite to the planned running direction at any position to continue running; by calculating the reverse movement authorization of the target train based on the reverse route, the train can be supported to run in the direction opposite to the planned running direction in automatic operation mode, thereby enabling the train to turn back at any point in automatic operation mode.

[0187] According to an optional embodiment of the present specification, controlling the target train to perform a terminal change operation and calculating the reverse movement authorization of the target train based on the reverse route may include the following steps:

[0188] Send a terminal change command to the target train;

[0189] Upon receiving a confirmation message returned by the target train based on the end-change instruction, a reverse movement authorization of the target train is calculated based on the reverse route, wherein the confirmation message is used to indicate that the target train has completed the end-change operation.

[0190] Specifically, a terminal change command can be understood as a command that controls the target train to perform a terminal change operation. A confirmation message can be understood as a message returned to the control center after the target train performs a terminal change operation based on the terminal change command; it indicates that the target train has completed the terminal change operation. In other words, the confirmation message indicates that the train can immediately proceed to the reverse route.

[0191] Optionally, the end-change instruction may be sent from the control end to the target train; specifically, from the control system in the control end to the target train.

[0192] In practical applications, the control system can calculate the reverse movement authorization upon receiving the confirmation message returned by the target train based on the end change instruction.

[0193] In an optional embodiment of this specification, the control system can include one or two reverse routes. This allows trains to be extricated and moved away from the accident site as quickly as possible, while ensuring the safety of all trains on the route, should the disaster spread. If further reverse travel is required, operators may consider opening more reverse routes or taking other measures.

[0194] By applying this embodiment, by sending a change-end instruction to the target train when the interlocking system has processed the reverse route, the target train can be controlled to change ends in the current stop point in the automatic operation mode, thereby enabling the target train to change ends in the automatic operation mode at any point; by calculating the reverse movement authorization of the target train when receiving the confirmation message returned by the target train based on the change-end instruction, the target train can be controlled to perform a turnaround operation in accordance with the reverse movement authorization after the target train changes ends, thereby enabling the target train to turn around in the automatic operation mode at any point, improving the timeliness and flexibility of the train's turnaround, and being able to promptly control the train to stay away from the accident site to ensure the safety of the train and personnel.

[0195] Since the target train needs to change ends and turn back from the target axle counting section, in order to avoid conflicts in the locking states of the axle counting sections in the route and to avoid interference or conflicts between the trains in the route, according to an optional embodiment of the present specification, before controlling the target train to change ends in the automatic operation mode and running in the reverse route, the following steps may be further included:

[0196] Determining at least one forward route to be processed that overlaps with the reverse route;

[0197] Determine whether each forward route to be processed contains other trains except the target train;

[0198] If so, a turnaround command is sent to other trains, wherein the turnaround command is used to control other trains to send a turnaround request to the control end when they are stopped.

[0199] Specifically, the forward route to be processed can be understood as a forward route in which the axle counting section included therein overlaps with the axle counting section included in the reverse route.

[0200] For example, assume that forward route S1-S2 includes axle counting sections 1-3; forward route S2-S5 includes axle counting sections 4-5; and reverse route S3-S4 includes axle counting sections 1-4. Since forward route S1-S2 and reverse route S3-S4 overlap in axle counting sections 1-3, and forward route S2-S5 and reverse route S3-S4 overlap in axle counting section 4, the forward routes to be processed include forward route S1-S2 and forward route S2-S5.

[0201] In actual applications, before the control system controls the interlocking system to close the forward route and process the reverse route, it can also determine the forward routes to be processed that overlap with the reverse route; judge whether each forward route to be processed contains other trains except the target train; if not, the interlocking system can be directly controlled to close the forward route and process the reverse route; if so, a return command needs to be sent to other trains.

[0202] Specifically, the turnaround command is used to control other trains to send a turnaround request to the control end when they are stopped.

[0203] Optionally, when other trains in the forward route to be processed send a turnaround request to the control end, it is also necessary to implement the end-changing and turnaround operations of other trains at the stop point according to the processing logic of the above steps 304-308.

[0204] By applying this embodiment, at least one forward route to be processed that overlaps with the reverse route is determined; when each forward route to be processed contains other trains besides the target train, a turnaround command is sent to other trains, so that other trains in the forward route to be processed can be controlled to change ends and turn around, thereby avoiding conflicts in the locking state of the axle counting section and conflicts between trains during operation, thereby ensuring driving safety.

[0205] One embodiment of the present specification provides a train control method, which is applied to a control end to determine the target axle counting section in which the target train is currently located; in response to a turnaround request sent by the target train at the current stop point, a forward route is matched for the target train according to the planned running direction and the target axle counting section of the target train, wherein the forward route is used to control the target train to enter an automatic operation mode, and the current stop point is within the target axle counting section; based on the forward route, an updated locking direction of the target axle counting section is determined, and according to the updated locking direction, a reverse route is matched for the target train; the target train is controlled to change ends in the automatic operation mode and to run according to the reverse route.

[0206] In this way, by determining the target axle counting section in which the target train is currently located, when receiving the turnaround request sent by the target train at the current stop point, the target train can be matched with a forward route according to the planned running direction and the target axle counting section of the target train, thereby ensuring that the target train can enter the automatic operation mode at the current stop point; by determining the reverse route corresponding to the target train, the target train can be controlled to change ends in the automatic operation mode and run according to the reverse route, thereby ensuring that at the current stop point, the target train can change ends and run in reverse in the automatic operation mode, realize the target train to change ends and turn around at any point, and realize the target train to change ends and turn around in the automatic operation mode at any point, thereby improving the flexibility and timeliness of the turnaround operation and ensuring the safety of the train and personnel.

[0207] The following combined Figure 4-Figure 5 , taking the application of the train control method provided in this specification to turn back at any point as an example, the train control method is further explained. Figure 4 A flow chart of the processing process of a train control method provided by an embodiment of this specification is shown, which specifically includes the following steps.

[0208] Step 402: When the train stops, the operation center sends a return command to the train, or the driver presses a return button; the train sends the return request to the LC.

[0209] like Figure 5 As shown, Figure 5 A schematic diagram illustrates the reversal process of a train control method provided in one embodiment of this specification. Assuming that, under normal circumstances, a train is traveling in its planned direction (i.e., upward). If a disaster or special situation occurs ahead of the train in its current direction of travel (i.e., upward), such as a fire in axle counting section 5, the train is controlled to stop and stabilize within axle counting section 1.

[0210] exist Figure 5 In this example scenario, the upward routes include S1-S2 and S2-S5, and the downward routes include S3-S4. Under normal circumstances, the train is originally scheduled to run in the upward direction, and the forward routes handled by the interlocking include S1-S2 and S2-S5. Therefore, the locking direction of axle counting sections 1-5 is all in the upward direction. The forward routes matched by the LC for the train include S1-S2 and S2-S5, and the calculated MA can support the train's movement to axle counting section 5. After the train stops, the car body is located in axle counting section 1.

[0211] Step 404: The LC receives the location information sent by the train and calculates the target axle counting section where the train is currently located based on the location information and electronic map data. When the LC receives a request for a return at any point sent by the train, it matches the forward route for the train based on the target axle counting section and calculates the forward MA.

[0212] Using the above example, Figure 5 As shown, the train's current target axle counting section is axle counting section 1. Furthermore, based on the train's planned direction of travel and the blocking direction of axle counting section 1, forward routes S1-S2 and S2-S5 are matched for the train, and a forward MA is calculated. The forward MA supports the train's travel to axle counting section 5.

[0213] It should be noted that when the forward route is matched for the train and the forward MA is calculated, the train can enter the CTC level to ensure that the train can change ends and turn back at the CTC level at any point.

[0214] Step 406: Verify whether the train maintains the CTC level, whether the front and rear screenings are completed, whether it stops steadily, and whether the field value of the arbitrary point return request is the preset field value.

[0215] Specifically, the arbitrary point turnaround request may include a default field value and a preset field value, wherein the default field value indicates that the train does not need to turn around; the preset field value indicates that the train needs to turn around. The default field value may be 0xFF; the preset field value may be 0x55.

[0216] Step 408: If the verification is passed, the LC determines the candidate reverse route including the target axle counting section based on the target axle counting section where the train is currently located and the locking direction of the target axle counting section, and determines the set of forward routes that overlap with the candidate reverse routes.

[0217] like Figure 5 As shown, LC determines the reverse route S3-S4 including the axle counting section 1 based on the current axle counting section 1 where the train is located and the locking direction of the axle counting section 1, that is, the upward direction, and determines the forward route sets S1-S2 and S2-S5 that overlap with the reverse route S3-S4.

[0218] Step 410: LC detects whether there are other trains in the forward route set: if so, it sends an arbitrary point return instruction to other trains; if not, it sends a closing command for the forward route and a processing command for the reverse route to the interlocking.

[0219] like Figure 5 As shown, the LC sends a shutdown command to the interlocking system for forward routes S1-S2 and S2-S5, and an approval command for the candidate reverse route S3-S4. Upon receiving the command, the interlocking system closes the forward route, updates axle counter sections 1-5 to unblocked, and turns off the signals S1, S2, and S5. It then approves the candidate reverse route, updating axle counter sections 1-4 to blocked, with the blocking direction set to downward.

[0220] It should be noted that if the interlocking candidate reverse route only includes S3-S4, the signal light at signal controller S3 will be turned on. If the interlocking candidate reverse route also includes the next route before S3-S4, the signal lights at signal controllers S3 and S4 will be turned on. The next route before S3-S4 is the route to the left of signal controller S4. To ensure consistent locking direction and driving safety in the axle counting section, this route also requires a similar procedure as S3-S4 before it can be automatically opened.

[0221] Step 412: When the locking direction of each axle counting section in the candidate reverse route of the interlocking feedback is consistent with the opposite direction of the planned running direction, a change end instruction is sent to the train.

[0222] like Figure 5 As shown, the initial direction of the train's head is on the right, and the direction of the head after the end change is on the left.

[0223] Step 414: Upon receiving a confirmation message returned by the train based on the end-change instruction, a reverse route is matched for the train based on the candidate reverse routes, and a reverse MA is calculated.

[0224] like Figure 5 As shown in the figure, after the train completes the end-switch operation, the LC checks whether the blocking direction of axle counting sections 1-4 is consistent with the downlink direction corresponding to the reverse route. If they are consistent, the train is matched with the reverse route S3-S4 and the reverse MA is calculated.

[0225] Optionally, if only one reverse route is matched, the matched reverse route is S3-S4, and the reverse MA supports the train to run from the current position to the leftmost end of the axle counting section 1.

[0226] Optionally, two reverse routes can be matched for the train. The specific route can be determined according to the actual application requirements and is not limited in this specification. Assuming that the left side of the reverse route S3-S4 also includes the reverse route S4-S6, the reverse MA supports the train to run from the current position to the leftmost end of the reverse route S4-S6.

[0227] This embodiment automatically matches one or two reverse routes for the train, ensuring safe operation and moving the train away from the accident site as quickly as possible. This prevents the spread of the disaster and delays in the train's escape, thereby better protecting the safety of the train and personnel. Furthermore, to avoid safety hazards such as train conflicts caused by automatically matching more reverse routes, the operating company can manually consider opening subsequent reverse routes or take other measures.

[0228] Corresponding to the above method embodiment, this specification also provides a train control device embodiment, which is configured at the control end. Figure 6 FIG1 shows a schematic diagram of the structure of a train control device provided by an embodiment of this specification. Figure 6 As shown, the device includes:

[0229] The first determining module 602 is configured to determine the target axle counting section where the target train is currently located.

[0230] Matching module 604: is configured to respond to a turnaround request sent by the target train at the current stop point, and match a forward route for the target train according to the planned running direction and target axle counting section of the target train, wherein the forward route is used to control the target train to enter the automatic operation mode, and the current stop point is within the target axle counting section.

[0231] The second determination module 606 is configured to determine an updated blocking direction of the target axle counting section based on the forward route, and match a reverse route for the target train according to the updated blocking direction.

[0232] Control module 608: configured to control the target train to change ends in the automatic operation mode and run according to the reverse route.

[0233] Optionally, the matching module 604 is further configured to:

[0234] In response to a turnaround request sent by a target train at a current stop point, a candidate forward route is determined that includes a target axle counting section and has a preset route direction that is the same as a planned running direction;

[0235] If the target train meets the train pre-screening conditions and the blocking direction of each axle counting section in the candidate forward route is the same as the planned running direction, the candidate forward route is determined to be the forward route;

[0236] According to the forward route, the forward movement authorization of the target train is calculated, wherein the forward movement authorization is used to control the target train to enter the automatic operation mode.

[0237] Optionally, the matching module 604 is further configured to:

[0238] Control each axle counting section in the candidate forward route to be locked in the same direction as the planned running direction.

[0239] Optionally, the second determining module 606 is further configured to:

[0240] Determine a candidate reverse route that includes a target axle counting section and has a preset route direction opposite to an updated blocking direction;

[0241] When the target train meets the train post-screening conditions and the locking direction of each axle counting section in the candidate reverse route is opposite to the updated locking direction, the candidate reverse route is determined to be the reverse route.

[0242] Optionally, the second determining module 606 is further configured to:

[0243] The locking state of each axle counting section in the control forward route is updated to unlocked, and each axle counting section in the candidate reverse route is controlled to be locked in the direction opposite to the updated locking direction.

[0244] Optionally, the train control device may further include a verification module configured to:

[0245] Perform a legality check on the target train, wherein the legality check includes checking whether the current level of the target train meets the level corresponding to the automatic operation mode and checking whether the target train is currently stopped.

[0246] Optionally, the control module 608 is further configured to:

[0247] The target train is controlled to perform a terminal change operation, and a reverse movement authorization of the target train is calculated based on the reverse route, wherein the reverse movement authorization is used to control the target train to run according to the reverse route in the automatic operation mode.

[0248] Optionally, the control module 608 is further configured to:

[0249] Send a terminal change command to the target train;

[0250] Upon receiving a confirmation message returned by the target train based on the end-change instruction, a reverse movement authorization of the target train is calculated based on the reverse route, wherein the confirmation message is used to indicate that the target train has completed the end-change operation.

[0251] Optionally, the control module 608 is further configured to:

[0252] Determining at least one forward route to be processed that overlaps with the reverse route;

[0253] Determine whether each forward route to be processed contains other trains except the target train;

[0254] If so, a turnaround command is sent to other trains, wherein the turnaround command is used to control other trains to send a turnaround request to the control end when they are stopped.

[0255] Optionally, the first determining module 602 is further configured to:

[0256] Get the current position of the target train;

[0257] The target axle counting section where the target train is currently located is calculated based on the current position and electronic map data.

[0258] By applying this embodiment, by determining the target axle counting section in which the target train is currently located, it is possible to match a forward route for the target train according to the planned running direction and the target axle counting section when receiving a turnaround request sent by the target train at the current stop point, thereby ensuring that the target train can enter the automatic operation mode at the current stop point; by determining the reverse route corresponding to the target train, it is possible to control the target train to change ends in the automatic operation mode and run according to the reverse route, thereby ensuring that at the current stop point, the target train can change ends and run in reverse in the automatic operation mode, realize the target train to change ends and turn around at any point, and realize the target train to change ends and turn around in the automatic operation mode at any point, thereby improving the flexibility and timeliness of the turnaround operation and ensuring the safety of the train and personnel.

[0259] The above is a schematic scheme of a train control device of this embodiment. It should be noted that the technical scheme of the train control device and the technical scheme of the above-mentioned train control method are of the same concept. For details not described in detail in the technical scheme of the train control device, please refer to the description of the technical scheme of the above-mentioned train control method.

[0260] Figure 7 7 shows a block diagram of a computing device 700 according to one embodiment of the present disclosure. Components of the computing device 700 include, but are not limited to, a memory 710 and a processor 720. The processor 720 is connected to the memory 710 via a bus 730, and a database 750 is used to store data.

[0261] Computing device 700 also includes an access device 740 that enables computing device 700 to communicate via one or more networks 760. Examples of such networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. Access device 740 may include one or more of any type of network interface (e.g., a network interface controller (NIC)) whether wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a universal serial bus (USB) interface, a cellular network interface, a Bluetooth interface, or a near field communication (NFC) interface.

[0262] In one embodiment of the present specification, the above components of the computing device 700 and Figure 7 Other components not shown in the figure may also be connected to each other, for example, via a bus. Figure 7 The computing device structure block diagram shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art may add or replace other components as needed.

[0263] Computing device 700 can be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, personal digital assistant, laptop computer, notebook computer, netbook computer, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or personal computer (PC). Computing device 700 can also be a mobile or stationary server.

[0264] The processor 720 is configured to execute the following computer-executable instructions, which, when executed by the processor, implement the steps of the above-mentioned train control method.

[0265] The above is a schematic scheme of a computing device of this embodiment. It should be noted that the technical solution of the computing device and the technical solution of the above-mentioned train control method are of the same concept. For details not described in detail in the technical solution of the computing device, please refer to the description of the technical solution of the above-mentioned train control method.

[0266] An embodiment of the present specification further provides a computer-readable storage medium storing computer-executable instructions, which implement the steps of the above-mentioned train control method when executed by a processor.

[0267] The above is a schematic diagram of a computer-readable storage medium according to this embodiment. It should be noted that the technical solution of the storage medium and the technical solution of the train control method described above are of the same concept. For details not described in detail in the technical solution of the storage medium, please refer to the description of the technical solution of the train control method described above.

[0268] An embodiment of the present specification further provides a computer program product, comprising a computer program / instruction, which implements the steps of the above-mentioned train control method when executed by a processor.

[0269] The above is a schematic solution of a computer program product of this embodiment. It should be noted that the technical solution of this computer program product and the technical solution of the above-mentioned train control method are based on the same concept. For details not described in detail in the technical solution of the computer program product, please refer to the description of the technical solution of the above-mentioned train control method.

[0270] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0271] The computer instructions include computer program code, which may be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium may include any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal, and software distribution medium. It should be noted that the content of the computer-readable medium may be appropriately increased or decreased based on the requirements of patent practice. For example, in some regions, according to patent practice, computer-readable media does not include electric carrier signals and telecommunication signals.

[0272] It should be noted that for the aforementioned method embodiments, for the sake of simplicity of description, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the embodiments of this specification are not limited by the order of the actions described, because according to the embodiments of this specification, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the embodiments of this specification.

[0273] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0274] The preferred embodiments disclosed above are intended only to help illustrate this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations can be made based on the content of the embodiments of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the embodiments of this specification, so that those skilled in the art can better understand and utilize this specification. This specification is limited only by the claims and their full scope and equivalents.

Claims

1. A train control method, characterized in that: Applied to the control end, including: Determine the target axle counting section where the target train is currently located; In response to the turnaround request sent by the target train at the current stop point, a forward route is matched for the target train according to the planned running direction of the target train and the target axle counting section, wherein the forward route is matched for the target train according to the planned running direction of the target train and the target axle counting section in response to the turnaround request sent by the target train at the current stop point, including: in response to the turnaround request sent by the target train at the current stop point, a candidate forward route is determined that includes the target axle counting section and has a preset route direction that is the same as the planned running direction; if the target train meets the train pre-screening condition and the locking direction of each axle counting section in the candidate forward route is the same as the planned running direction, the candidate forward route is determined to be the forward route; based on the forward route, a forward movement authorization of the target train is calculated, wherein the forward movement authorization is used to control the target train to enter an automatic operation mode, and the current stop point is within the target axle counting section; determining an updated blocking direction of the target axle counting section based on the forward route, and matching a reverse route for the target train according to the updated blocking direction; The target train is controlled to change ends in the automatic operation mode and to run according to the reverse route.

2. The method according to claim 1, characterized in that Before determining the candidate forward route as the forward route when the target train meets the train pre-screening condition and the locking direction of each axle counting section in the candidate forward route is the same as the planned running direction, the method further includes: Control each axle counting section in the candidate forward route to be locked in the same direction as the planned running direction.

3. The method according to any one of claims 1-2, characterized in that Matching a reverse route for the target train according to the updated blocking direction includes: determining a candidate reverse route that includes the target axle counting section and has a preset route direction opposite to the update blocking direction; When the target train meets the train post-screening condition and the locking direction of each axle counting section in the candidate reverse route is opposite to the updated locking direction, the candidate reverse route is determined to be the reverse route.

4. The method according to claim 3, characterized in that Before determining that the candidate reverse route is the reverse route when the target train meets the train rear screening condition and the blocking direction of each axle counting section in the candidate reverse route is opposite to the updated blocking direction, the method further includes: The locking state of each axle counting section in the forward route is controlled to be updated to unlocked, and each axle counting section in the candidate reverse route is controlled to be locked in a direction opposite to the updated locking direction.

5. The method according to claim 1, wherein Before controlling the target train to change ends in the automatic operation mode, the method further includes: Performing a legality check on the target train, wherein the legality check includes checking whether the current level of the target train meets the level corresponding to the automatic operation mode, and checking whether the target train is currently stopped.

6. The method according to claim 1, characterized in that The controlling the target train to change ends in the automatic operation mode and to run according to the reverse route includes: The target train is controlled to perform a terminal change operation, and a reverse movement authorization of the target train is calculated based on the reverse route, wherein the reverse movement authorization is used to control the target train to operate according to the reverse route in the automatic operation mode.

7. The method according to claim 6, characterized in that The controlling the target train to perform a terminal change operation and calculating a reverse movement authorization of the target train based on the reverse route includes: Sending a terminal change instruction to the target train; Upon receiving a confirmation message returned by the target train based on the end-change instruction, a reverse movement authorization of the target train is calculated based on the reverse route, wherein the confirmation message is used to indicate that the target train has completed the end-change operation.

8. The method according to claim 1, characterized in that Before controlling the target train to change ends in the automatic operation mode and run according to the reverse route, the method further includes: determining at least one forward route to be processed that overlaps with the reverse route; Determining whether each forward route to be processed contains other trains except the target train; If so, a turnaround command is sent to the other train, wherein the turnaround command is used to control the other train to send a turnaround request to the control end when the other train stops.

9. The method according to claim 1, characterized in that The determining the target axle counting section where the target train is currently located includes: Obtaining the current position of the target train; The target axle counting section in which the target train is currently located is calculated according to the current position and electronic map data.

10. A train control system, characterized in that: Including the control terminal and the target train; The control terminal is configured to determine a target axle counting section where the target train is currently located; The target train is configured to send a turnaround request to the control terminal at a current stop point, wherein the current stop point is within the target axle counting section; The control end is further configured to, in response to a turnaround request sent by the target train at the current stop position, match a forward route for the target train according to the planned running direction of the target train and the target axle counting section, wherein, in response to the turnaround request sent by the target train at the current stop position, matching a forward route for the target train according to the planned running direction of the target train and the target axle counting section, comprises: in response to the turnaround request sent by the target train at the current stop position, determining a candidate forward route that includes the target axle counting section and has a preset route direction that is the same as the planned running direction; When the target train meets the pre-train screening conditions and the locking direction of each axle counting section in the candidate forward route is the same as the planned running direction, the candidate forward route is determined to be the forward route; based on the forward route, the forward movement authorization of the target train is calculated, wherein the forward movement authorization is used to control the target train to enter the automatic operation mode; based on the forward route, the updated locking direction of the target axle counting section is determined, and according to the updated locking direction, the reverse route is matched for the target train; the target train is controlled to change ends in the automatic operation mode and run according to the reverse route.

11. A train control device, characterized in that: Configuration on the control end includes: A first determining module is configured to determine a target axle counting section where the target train is currently located; A matching module is configured to, in response to a turnaround request sent by the target train at a current stop position, match a forward route for the target train according to the planned running direction of the target train and the target axle counting section, wherein, in response to the turnaround request sent by the target train at the current stop position, matching a forward route for the target train according to the planned running direction of the target train and the target axle counting section, comprises: in response to the turnaround request sent by the target train at the current stop position, determining a candidate forward route that includes the target axle counting section and has a preset route direction that is the same as the planned running direction; determining the candidate forward route as the forward route when the target train meets a train pre-screening condition and the locking direction of each axle counting section in the candidate forward route is the same as the planned running direction; and calculating a forward movement authorization for the target train according to the forward route, wherein the forward movement authorization is used to control the target train to enter an automatic operation mode, and the current stop position is within the target axle counting section; a second determining module configured to determine an updated blocking direction of the target axle counting section based on the forward route, and match a reverse route for the target train according to the updated blocking direction; The control module is configured to control the target train to change ends in the automatic operation mode and run according to the reverse route.

12. A computing device, characterized in that include: memory and processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer program / instructions are executed by the processor, the steps of the train control method according to any one of claims 1 to 9 are implemented.

13. A computer-readable storage medium, characterized in that It stores a computer program / instruction, which, when executed by a processor, implements the steps of the train control method according to any one of claims 1 to 9.

14. A computer program product, characterized in that The method comprises a computer program / instruction, which, when executed by a processor, implements the steps of the train control method according to any one of claims 1 to 9.

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