Train control method, device and equipment and storage medium

Abstract

The invention provides a train control method, device and equipment and a storage medium, and relates to the technical field of train control, which comprises the following steps: determining that a cut-off switch of a train is in a cut-off position, controlling a control mode of the train to degrade to a cut-off mode, and receiving operation monitoring information of the train in the cut-off mode in real time, the train operation monitoring information comprises a transponder message, train speed and radar information; determining that the train meets an upgrading condition based on the operation monitoring information, and outputting upgrading prompt information to prompt a user to carry out train mode upgrading; and determining that the cut-off switch of the train is in a non-cut-off position, and controlling the control mode of the train to be upgraded to a complete monitoring mode. The train operation monitoring information is continuously received after the train is degraded to the removal mode, and whether the train meets the upgrading condition or not is detected in advance according to the train operation monitoring information, so that it is ensured that the train can be rapidly upgraded to the complete monitoring mode after the train upgrading signal sent by the user is received.

Description

Technical Field

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

[0002] The driving modes of the CBTC (Communication Based Train Control) system usually include Standby Mode (STB) mode, Emergency Unrestricted Train Operating Mode (EUM) mode, Restricted Manual (RM) mode, Coded Manual (CM) mode, and Automatic Mode (AM) mode. EUM mode is a driving mode in which the train is completely controlled by the driver and is often used in rescue scenarios. In this mode, the driver temporarily releases the safety monitoring of the on-board Automatic Train Protection (ATP) system by operating the cut-off switch to its activation position. Subsequently, according to the dispatching instructions and ground signal instructions, the driver drives the train in a controlled manner to approach the faulty train and perform rescue operations.

[0003] Once the on-board ATP detects the activation state of the cut-off switch, the system enters EUM mode. At this time, the only task of the on-board ATP is to monitor the state of the cut-off switch, ignore all other input signals, and do not perform any control output.

[0004] If a train needs to be upgraded from EUM mode to a higher level mode, a series of strict steps must be followed. First, the driver needs to manually restore the cut-off switch to the inactive position, and then switch the driving mode to RM mode, which usually requires key activation. After ATP enters RM mode, the system needs to meet a series of preset conditions before it can be further upgraded to CM mode, which affects operational efficiency to a certain extent. Summary of the invention

[0005] The present invention provides a train control method, device, equipment and storage medium, which are used to solve the defects of the train control method in the prior art.

[0006] The present invention provides a train control method, the method comprising: Determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to be downgraded to the cut-off mode, and receive the operation monitoring information of the train in the cut-off mode in real time, wherein the train operation monitoring information includes the balise message, the train speed and the radar information; Based on the operation monitoring information, it is determined that the train meets the upgrade condition, and an upgrade prompt message is output to prompt the user to upgrade the train mode; It is determined that the cut-off switch of the train is in the non-cut-off position, and the control mode of the train is upgraded to the full monitoring mode.

[0007] According to a train control method provided by the present invention, the upgrade conditions include: A key activation valid signal is collected; The preselected mode of the train is the automatic driving mode or the full monitoring mode; Based on the operation monitoring information, the train positioning information and the running direction are determined; The train obtains a movement authorization consistent with the running direction; The end point of the movement authorization is in front of the maximum safety front end; The length of the movement authorization satisfies that after the control mode of the train is upgraded to the full monitoring mode, an emergency brake is not triggered within the preset configuration time.

[0008] According to a train control method provided by the present invention, the method further includes: It is determined that a key activation valid signal is collected, and based on the operation monitoring information, it is detected whether the train meets the train positioning condition; Based on the operation monitoring information, it is detected that the train meets the train positioning condition, and the train positioning information is determined; Based on the train positioning information, the movement authorization of the train is determined.

[0009] According to a train control method provided by the present invention, the determining the movement authorization of the train based on the train positioning information includes: Based on the train positioning information and the safety envelope, the maximum safety front end of the train is determined; The train is controlled to establish communication with the area controller corresponding to the maximum safety front end, and the train positioning information is sent to the area controller to receive the movement authorization returned by the area controller.

[0010] According to a train control method provided by the present invention, after the area controller determines that the train meets the head screening condition, the movement authorization is determined based on the train positioning information.

[0011] According to a train control method provided by the present invention, the upgrade prompt message includes an acoustic and optical prompt message.

[0012] The present invention also provides a train control device, and the device includes: The first train control module is used to determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to degrade to the cut-off mode, and receive the operation monitoring information of the train in real time in the cut-off mode. The train operation monitoring information includes transponder messages, train speed, and radar information. The second train control module is used to determine that the train meets the upgrade condition based on the operation monitoring information and output an upgrade prompt message to prompt the user to upgrade the train mode. The third train control module is used to determine that the cut-off switch of the train is in the non-cut-off position and control the control mode of the train to upgrade to the full monitoring mode.

[0013] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, the train control method described in any one of the above is implemented.

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

[0015] The present invention also provides a computer program product, including a computer program. When the computer program is executed by a processor, the train control method described in any one of the above is implemented.

[0016] The train control method, device, equipment, and storage medium provided by the present invention control the control mode of the train to degrade to the cut-off mode after determining that the cut-off switch of the train is in the cut-off position, and receive the operation monitoring information of the train in real time in the cut-off mode. These information include transponder messages, train speed, and radar information. Based on these operation monitoring information, the system can accurately judge whether the train meets the upgrade condition and output an upgrade prompt message when the condition is met to prompt the user to upgrade the train mode. When the user restores the cut-off switch to the non-cut-off position according to the prompt, the system controls the control mode of the train to upgrade to the full monitoring mode (CM mode). The present invention continues to receive the train operation monitoring information after the train degrades to the cut-off mode and pre-detects whether the train meets the upgrade condition according to the train operation monitoring information to ensure that it can be quickly upgraded to the full monitoring mode after receiving the train upgrade signal sent by the user, realizing the safe and efficient upgrade of the train from the EUM mode to the CM mode. Description of the Drawings

[0017] To more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 is a schematic flowchart of the train control method provided by the present invention; Figure 2 is a schematic structural diagram of the train control device provided by the present invention; Figure 3 is a schematic structural diagram of the electronic device provided by the present invention. Detailed Embodiments

[0019] To make the objectives, technical solutions, and advantages of the present invention clearer, the following will clearly and completely describe the technical solutions in the present invention with reference to the drawings in the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art without creative efforts based on the embodiments in the present invention belong to the scope of protection of the present invention.

[0020] Figure 1 is a schematic flowchart of the train control method provided by the present invention. As Figure 1 shown, the method includes: Step 110, determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to degrade to the cut-off mode, and receive the train operation monitoring information in real time in the cut-off mode. The train operation monitoring information includes transponder messages, train speed, and radar information; It should be noted that the execution subject in this embodiment is ATP. ATP is a key device for train operation safety, responsible for monitoring the speed, position, etc. of the train to ensure that the train runs within a safe range.

[0021] Here, the cut-off switch is used to manually cut off the control output of ATP, usually used when ATP fails or abnormal operations are required.

[0022] In this embodiment, when the on-board ATP detects that the cut-off switch is placed in the cut-off position, it controls the control mode of the train to degrade to the EUM mode. In this EUM mode, the on-board ATP stops outputting control signals such as traction and braking of the train, but still continues to receive and process the train operation monitoring information.

[0023] Specifically, the train operation monitoring information includes the information sent by the following devices: BTM (Balise Transmission Module), which is used to receive the message information sent by the ground balise. The ground balise is used to send the position and line parameter information to the train. When the train passes by the balise, the balise will send a message to the on-vehicle ATP to help the train determine its exact position. The message usually contains information such as the absolute position of the train; Speed sensor, which is used to measure the real-time speed of the train. The data of the speed sensor is transmitted to the on-vehicle ATP to monitor whether the speed of the train exceeds the safe speed limit and trigger emergency braking when necessary; Radar, which is used to assist in measuring the speed and distance of the train.

[0024] Step 120, determine that the train meets the upgrade condition based on the operation monitoring information, and output an upgrade prompt message to prompt the user to perform the train mode upgrade; In this embodiment, in the EUM mode, the on-vehicle ATP will determine whether the train meets the condition for upgrading to the CM mode according to a series of operation monitoring information. When the upgrade condition is met, the on-vehicle ATP will output an upgrade prompt message, such as prompting the user through an acoustic and optical prompt method that the train can be safely upgraded from the EUM mode to the CM mode.

[0025] In an example, the upgrade conditions include: A valid key activation signal is collected; specifically, when the user has inserted and turned the key to activate the train control system and make the train enter the operable state, a valid key activation signal will be triggered; The preselected mode of the train is the automatic driving mode or the full monitoring mode; the user has preselected the control mode of the train to the full monitoring mode (CM) or the automatic driving mode (AM) through the control platform, which indicates that the user intends to upgrade the train from the EUM mode to a higher-level protection mode Determine the train positioning information and running direction based on the operation monitoring information; the on-vehicle ATP has determined the exact position and running direction of the train through the balise message, train speed and radar information; The train obtains a movement authorization consistent with the running direction; the train has received a movement authorization from the signal system, and the direction of this movement authorization is consistent with the current running direction of the train; The end point of the movement authorization is in front of the maximum safety front end; the end point position that the received movement authorization allows the train to travel to is before the maximum safety front end of the train (usually referring to the limit position at the front end of the train), ensuring that the train will not exceed the safety limit within the authorized range; The length of the moving authorization satisfies that after the control mode of the train is upgraded to the full monitoring mode, the emergency brake is not triggered within the preset configuration time; the length of the moving authorization is long enough to ensure that after the train is upgraded from the EUM mode to the CM mode, within the system configuration time, the train will not trigger the emergency brake due to exceeding the authorized length.

[0026] Step 130, determine that the cut-off switch of the train is in the non-cut-off position, and control the control mode of the train to be upgraded to the full monitoring mode.

[0027] In the EUM mode, when the on-vehicle ATP prompts that the train meets the conditions for upgrading to the CM mode, the user switches the cut-off switch from the cut-off position to the non-cut-off position. When the on-vehicle ATP detects that the cut-off switch is placed in the cut-off position, it controls the control mode of the train to be upgraded to the full monitoring mode.

[0028] The train control method proposed in this embodiment controls the control mode of the train to be downgraded to the cut-off mode after determining that the cut-off switch of the train is in the cut-off position, and receives the operation monitoring information of the train in the cut-off mode in real time. This information includes transponder messages, train speed, and radar information. Based on these operation monitoring information, the system can accurately judge whether the train meets the upgrade conditions, and output an upgrade prompt message when the conditions are met to prompt the user to perform train mode upgrade. When the user restores the cut-off switch to the non-cut-off position according to the prompt, the system controls the control mode of the train to be upgraded to the full monitoring mode (CM mode). The present invention continues to receive the train operation monitoring information after the train is downgraded to the cut-off mode, and pre-detects whether the train meets the upgrade conditions according to the train operation monitoring information, so as to ensure that after receiving the train upgrade signal sent by the user, it can be quickly upgraded to the full monitoring mode, realizing the safe and efficient upgrade of the train from the EUM mode to the CM mode.

[0029] It should be noted that each embodiment of this application can be freely combined, the order can be swapped, or it can be executed alone, and does not need to rely on or depend on a fixed execution order.

[0030] In some embodiments, the method further includes: Determine that a key activation valid signal is collected, and detect whether the train meets the train positioning conditions based on the operation monitoring information; Based on the operation monitoring information, it is detected that the train meets the train positioning conditions, and determine the train positioning information; Based on the train positioning information, determine the moving authorization of the train.

[0031] Here, the train positioning conditions generally include the following: Continuously passing two transponders: By receiving the information sent by the ground transponder, the on-vehicle ATP can initialize the position of the train; Speed and distance information can be received: The speed and distance information measured by the speed sensor and radar allows the on-vehicle ATP to update the train's position in real time; Electronic map: The line database stored inside the on-vehicle ATP records information such as the positions of balises, the gradients of the line, curves, speed limits, etc.

[0032] In this embodiment, when the train is in the EUM mode and a valid key activation signal is collected, the on-vehicle ATP will continue to monitor and process the operation monitoring information. If the on-vehicle ATP can continuously receive the information of two balises, and combine the data of the speed sensor and radar, as well as the internal electronic map information, to determine that the train meets the conditions for train positioning, then the on-vehicle ATP will establish the train positioning information of the train. After obtaining the train positioning information, the movement authorization of the train is determined through the train positioning information.

[0033] In some embodiments, determining the movement authorization of the train based on the train positioning information includes: Determining the maximum safe front end of the train based on the train positioning information and the safety envelope; Controlling the train to establish communication with the area controller corresponding to the maximum safe front end, and sending the train positioning information to the area controller to receive the movement authorization returned by the area controller; wherein, after the area controller determines that the train meets the head screening conditions, it determines the movement authorization based on the train positioning information.

[0034] Specifically, when the train successfully determines its train positioning information on the track through the on-vehicle ATP, and the safety envelope around the train has been defined and confirmed. Then, further determine the maximum safe front end of the train according to the train positioning information and the safety envelope.

[0035] Here, the safety envelope refers to the safe distances in front of and behind the train. The safe distances in front of and behind the train refer to the section of empty track that must be maintained in front of and behind the train to ensure the safe operation of the train. This distance is determined based on the length, speed, braking performance of the train, the characteristics of the signal system, and other safety factors.

[0036] Among them, the front safety distance (also known as the protection distance) is the safe distance that must be maintained in front of the train to prevent collisions with obstacles in front (such as other trains, signal lights, switches, etc.). The rear safety distance is the safe distance that must be maintained behind the train to prevent being rear-ended by the train behind.

[0037] Specifically, in this embodiment, the train positioning information provided by the on-vehicle ATP is used to determine the exact position of the train head, and the front safety distance in the safety envelope is added to the train head position, so that the position of the maximum safe front end can be obtained.

[0038] The maximum safe front end is the most forward position to which a train can safely travel on the track and is an important basis for train movement authorization calculation. During the train operation, the on-board ATP continuously updates the train's position information and adjusts the position of the maximum safe front end according to the train's dynamics to ensure the safety of the train throughout the operation.

[0039] In the EUM mode, if the train has established positioning and has a complete safety envelope, the on-board ATP actively establishes a safety connection with the area controller where the maximum safe front end is located. Once the safety connection is established, the on-board ATP sends a registration request to the area controller where the maximum safe front end is located so that the area controller can identify and monitor the train.

[0040] After successful registration, the on-board ATP regularly sends the train's positioning information to the area controller where the maximum safe front end is located. The area controller where the maximum safe front end is located decides whether to perform head screening for the train according to certain criteria (such as the train's position, speed, direction, etc.). When it is determined that the train meets the head screening conditions, the movement authorization is calculated for the train when the train meets the conditions for calculating the movement authorization.

[0041] It should be understood that the screening is divided into head screening and tail screening. If the tail screening is completed in the EUM mode, the movement authorization of the rear continuous train control level (CTC) train can be traced to the tail of the train in the EUM mode. However, the train in the EUM mode has no on-board ATP protection. Therefore, in the most unfavorable case, the reverse sliding distance is completely protected manually. Once reverse sliding occurs, it is not conducive to the safety protection of the rear CTC train. Therefore, in this embodiment, the movement authorization is only performed under the condition of meeting the head screening.

[0042] Based on any of the above embodiments, the present invention also provides a train control device. Figure 2 It is a schematic structural diagram of the train control device provided by the present invention, as Figure 2 shown. The device includes: The first train control module 210 is used to determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to degrade to the cut-off mode, and receive the operation monitoring information of the train in the cut-off mode in real time. The train operation monitoring information includes transponder messages, train speed, and radar information. The second train control module 220 is used to determine that the train meets the upgrade conditions based on the operation monitoring information and output an upgrade prompt message to prompt the user to upgrade the train mode. The third train control module 230 is used to determine that the cut-off switch of the train is in the non-cut-off position and control the control mode of the train to upgrade to the full monitoring mode.

[0043] It should be noted that the execution entity in this embodiment is ATP. ATP is a key device for train operation safety, responsible for monitoring the speed, position, etc. of the train to ensure that the train operates within a safe range.

[0044] Here, the cut-off switch is used to manually cut off the control output of ATP, usually used when ATP fails or abnormal operations are required.

[0045] In this embodiment, when the on-vehicle ATP detects that the cut-off switch is placed in the cut-off position, it controls the control mode of the train to degrade to the EUM mode. In this EUM mode, the on-vehicle ATP stops outputting control signals such as traction and braking of the train, but still continues to receive and process the operation monitoring information of the train.

[0046] Specifically, the operation monitoring information of the train includes the information sent by the following devices: BTM (Balise Transmission Module, transponder transmission module), which is used to receive the message information sent by the ground transponder. The ground transponder is used to send position and line parameter information to the train. When the train passes by the transponder, the transponder will send a message to the on-vehicle ATP to help the train determine its precise position. The message usually contains information such as the absolute position of the train; The speed sensor is used to measure the real-time speed of the train. The data of the speed sensor is transmitted to the on-vehicle ATP to monitor whether the speed of the train exceeds the safety speed limit and trigger emergency braking when necessary; The radar is used to assist in measuring the speed and distance of the train.

[0047] In this embodiment, in the EUM mode, the on-vehicle ATP will determine whether the train meets the conditions for upgrading to the CM mode based on a series of operation monitoring information. When the upgrade conditions are met, the on-vehicle ATP will output an upgrade prompt message, such as prompting the user through an audible and visual prompt that the train can be safely upgraded from the EUM mode to the CM mode.

[0048] In an example, the upgrade conditions include: A valid key activation signal is collected; specifically, when the user has inserted and turned the key to activate the train control system and make the train enter an operable state, a valid key activation signal will be triggered; The preselected mode of the train is the automatic driving mode or the full monitoring mode; the user has preselected the control mode of the train to the full monitoring mode (CM) or the automatic driving mode (AM) through the control platform, which indicates that the user intends to upgrade the train from the EUM mode to a higher-level protection mode Determine the train positioning information and running direction based on the running monitoring information; the on-vehicle ATP has determined the precise position and running direction of the train through the transponder message, train speed, and radar information; The train obtains a movement authorization consistent with the running direction; the train has received a movement authorization from the signaling system, and the direction of this movement authorization is consistent with the current running direction of the train; The end point of the movement authorization is in front of the maximum safe front end; the end position that the received movement authorization allows the train to travel to is before the maximum safe front end of the train (usually referring to the limit position at the front end of the train), ensuring that the train will not exceed the safety limit when operating within the authorization range; The length of the movement authorization satisfies that after the train's control mode is upgraded to the full monitoring mode, an emergency brake will not be triggered within the preset configuration time; the length of the movement authorization is long enough to ensure that after the train is upgraded from the EUM mode to the CM mode, within the system configuration time, the train will not trigger an emergency brake due to exceeding the authorization length.

[0049] In the EUM mode, when the on-vehicle ATP prompts that the train meets the conditions for upgrading to the CM mode, the user switches the cut-off switch from the cut-off position to the non-cut-off position. When the on-vehicle ATP detects that the cut-off switch is placed in the cut-off position, it controls the train's control mode to be upgraded to the full monitoring mode.

[0050] The device provided in the embodiment of the present invention controls the train's control mode to be downgraded to the cut-off mode after determining that the train's cut-off switch is in the cut-off position, and receives the running monitoring information of the train in the cut-off mode in real time. This information includes transponder messages, train speed, and radar information. Based on this running monitoring information, the system can accurately determine whether the train meets the upgrade conditions, and outputs an upgrade prompt message when the conditions are met to prompt the user to perform a train mode upgrade. When the user restores the cut-off switch to the non-cut-off position according to the prompt, the system controls the train's control mode to be upgraded to the full monitoring mode (CM mode). The present invention continues to receive the train running monitoring information after the train is downgraded to the cut-off mode, and pre-detects whether the train meets the upgrade conditions according to the train running monitoring information, so as to ensure that after receiving the train upgrade signal sent by the user, it can be quickly upgraded to the full monitoring mode, realizing the safe and efficient upgrade of the train from the EUM mode to the CM mode.

[0051] The train control device described in this embodiment can be correspondingly referred to the train control method provided by the present invention described above, and will not be specifically elaborated here.

[0052] Figure 3 Illustrates a schematic physical structure diagram of an electronic device, such as Figure 3As shown in the figure, the electronic device may include: a processor 310, a communications interface 320, a memory 330, and a communication bus 340. Among them, the processor 310, the communications interface 320, and the memory 330 complete communication with each other through the communication bus 340. The processor 310 may call the logical instructions in the memory 330 to execute the train control method, and this method includes: Determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to degrade to the cut-off mode, and receive the operation monitoring information of the train in real time in the cut-off mode. The train operation monitoring information includes transponder messages, train speed, and radar information; Based on the operation monitoring information, determine that the train meets the upgrade condition, and output an upgrade prompt message to prompt the user to upgrade the train mode; Determine that the cut-off switch of the train is in the non-cut-off position, and control the control mode of the train to upgrade to the full monitoring mode.

[0053] In addition, when the logical instructions in the above-mentioned memory 330 can be implemented in the form of software functional units and sold or used as an independent product, they can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. And the foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs that can store program codes.

[0054] On the other hand, the present invention also provides a computer program product. The computer program product includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train control method provided by the above-mentioned various methods. This method includes: Determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to degrade to the cut-off mode, and receive the operation monitoring information of the train in real time in the cut-off mode. The train operation monitoring information includes transponder messages, train speed, and radar information; Based on the operation monitoring information, determine that the train meets the upgrade condition, and output an upgrade prompt message to prompt the user to upgrade the train mode; Determine that the cut-off switch of the train is in the non-cut-off position, and control the control mode of the train to be upgraded to the full monitoring mode.

[0055] In another aspect, the present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it is used to implement the train control method provided by the above-mentioned various methods. The method includes: Determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to be downgraded to the cut-off mode, and receive the operation monitoring information of the train in real time in the cut-off mode. The train operation monitoring information includes transponder messages, train speed, and radar information; Based on the operation monitoring information, determine that the train meets the upgrade conditions, and output an upgrade prompt message to prompt the user to upgrade the train mode; Determine that the cut-off switch of the train is in the non-cut-off position, and control the control mode of the train to be upgraded to the full monitoring mode.

[0056] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated. The components shown as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative work.

[0057] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disc, etc., and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0058] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical coding features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of each embodiment of the present invention.

Claims

1. A train control method, characterized in that, The method includes: Determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to degrade to the cut-off mode, and receive the operation monitoring information of the train in real time in the cut-off mode. The train operation monitoring information includes transponder messages, train speed, and radar information; Based on the operation monitoring information, determine that the train meets the upgrade conditions, and output an upgrade prompt message to prompt the user to upgrade the train mode; Determine that the cut-off switch of the train is in the non-cut-off position, and control the control mode of the train to upgrade to the full monitoring mode.

2. The train control method according to claim 1, characterized in that The upgrade conditions include: Collect a valid key activation signal; The preselected mode of the train is the automatic driving mode or the full monitoring mode; Based on the operation monitoring information, determine the train positioning information and the running direction; The train obtains a movement authorization consistent with the running direction; The end point of the movement authorization is in front of the maximum safe front end; The length of the movement authorization satisfies that after the control mode of the train is upgraded to the full monitoring mode, the emergency brake is not triggered within the preset configuration time.

3. The train control method according to claim 1, characterized in that The method further includes: Determine that a valid key activation signal is collected, and detect whether the train meets the train positioning conditions based on the operation monitoring information; Based on the operation monitoring information, detect that the train meets the train positioning conditions, and determine the train positioning information; Based on the train positioning information, determine the movement authorization of the train.

4. The train control method according to claim 3, wherein The determining the movement authorization of the train based on the train positioning information includes: Based on the train positioning information and the safety envelope, determine the maximum safe front end of the train; Control the train to establish communication with the area controller corresponding to the maximum safe front end, and send the train positioning information to the area controller to receive the movement authorization returned by the area controller.

5. The train control method according to claim 1, characterized in that, After the area controller determines that the train meets the head screening conditions, based on the train positioning information, determine the movement authorization.

6. The train control method according to any one of claims 1 to 5, characterized in that, The upgrade prompt message includes an audible and visual prompt message.

7. A train control device, characterized in that, The device includes: A first train control module, configured to determine that the cut-off switch of the train is in the cut-off position, control the control mode of the train to degrade to the cut-off mode, and receive the operation monitoring information of the train in real time in the cut-off mode. The train operation monitoring information includes transponder messages, train speed, and radar information; A second train control module, configured to determine that the train meets the upgrade conditions based on the operation monitoring information, and output an upgrade prompt message to prompt the user to upgrade the train mode; A third train control module, configured to determine that the cut-off switch of the train is in the non-cut-off position, and control the control mode of the train to upgrade to the full monitoring mode.

8. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the train control method according to any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train control method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train control method according to any one of claims 1 to 6.

Images