Train control method, device and equipment in wet rail mode and storage medium

Abstract

The invention relates to a train control method, device and equipment in a wet rail mode and a storage medium, and the method comprises the steps that after a first train enters the wet rail mode on a current line, first train related information of the first train and second train related information of a second train are obtained at the current moment, and the first train is located behind the second train; determining a first MA position corresponding to the current moment according to the first train related information and the second train related information; detecting whether a target turnout in a four-open state exists on the current line or not; when a target turnout in a four-open state exists on the current line, a second MA position corresponding to the previous moment is obtained, a target MA position corresponding to the current moment is determined according to the first MA position, the position of the target turnout and the second MA position, and the target MA position is not in front of the first MA position; and controlling the first train to run according to the target MA position corresponding to the current moment.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a train control method, apparatus, equipment, and storage medium in wet track mode. Background Technology

[0002] In urban rail transit operation, wet track environment and abnormal switch condition are two key factors threatening train operation safety. When the track surface is wet, the wheel-rail friction decreases significantly, resulting in a 30% to 50% increase in train braking distance. When the switch is in a four-way open state (the switch rail and the stock rail, the frog rail and the wing rail are not in close contact), it will directly compromise the safety of the train's travel path.

[0003] Against this backdrop, precise control of the moving authorized position has become a core challenge in balancing safety and efficiency—if the endpoint of the moving authorized position changes abruptly, it may trigger emergency braking of the train and exacerbate the risk of slippage on wet tracks. Summary of the Invention

[0004] This application provides a train control method, apparatus, equipment, and storage medium in wet track mode, which can improve the accuracy of task processing.

[0005] A first aspect of this application provides a train control method in a wet track mode, the method comprising:

[0006] When the first train enters wet track mode on the current line, the relevant information of the first train and the relevant information of the second train are obtained at the current moment, with the first train behind the second train.

[0007] Based on the information related to the first train and the information related to the second train, determine the position of the first MA corresponding to the current moment;

[0008] Detect whether there is a target turnout in a four-open state on the current line;

[0009] When there is a target turnout in a four-way open state on the current line, the second MA position corresponding to the previous moment is obtained. Based on the first MA position, the position of the target turnout and the second MA position, the target MA position corresponding to the current moment is determined, wherein the target MA position is not in front of the first MA position.

[0010] The first train is controlled to run based on the target MA position corresponding to the current time.

[0011] In a second aspect, this application provides a train control device for wet track mode, comprising:

[0012] The acquisition unit is used to acquire, at the current moment, the first train's first train information and the second train's second train information after the first train enters the wet rail mode on the current line, wherein the first train is behind the second train.

[0013] The first determining unit is used to determine the first MA position corresponding to the current time based on the first train-related information and the second train-related information;

[0014] The detection unit is used to detect whether there is a target turnout in a four-open state on the current line;

[0015] The second determining unit is used to obtain the second MA position corresponding to the previous moment when there is a target turnout in a four-way open state on the current line, and determine the target MA position corresponding to the current moment based on the first MA position, the position of the target turnout and the second MA position, wherein the target MA position is not in front of the first MA position;

[0016] The control unit is used to control the operation of the first train according to the target MA position corresponding to the current time.

[0017] A third aspect of this application provides a computer device, including: a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of any of the above methods.

[0018] A fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, characterized in that the computer program, when executed by a processor, implements the steps of the method as described in any of the above.

[0019] In this embodiment, when the first train enters wet rail mode on the current line, at the current moment, the relevant information of the first train and the relevant information of the second train are obtained, with the first train behind the second train. Based on the relevant information of the first and second trains, the first MA position corresponding to the current moment is determined. It is then detected whether there is a target turnout in a four-way open state on the current line. If there is a target turnout in a four-way open state on the current line, the second MA position corresponding to the previous moment is obtained. Based on the first MA position, the position of the target turnout, and the second MA position, the target MA position corresponding to the current moment is determined, wherein the target MA position is not ahead of the first MA position. Based on the target MA position corresponding to the current moment, the operation of the first train is controlled. In this embodiment, when the target MA position is determined between the first MA position, the target turnout position, and the second MA position, by constraining the target MA position to not exceed the first MA position (i.e., not extending forward), sudden changes in the MA endpoint are avoided. Simultaneously, the wet rail mode and the turnout safety boundary limit make the three positions relatively compact, further reducing the probability of significant changes in MA, thereby preventing the train from triggering emergency braking due to sudden changes in MA, ensuring operational safety and stability. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 A flowchart of a train control method in wet track mode provided in one embodiment of this application;

[0022] Figure 2 A flowchart illustrating a first MA position determination method provided in one embodiment of this application;

[0023] Figure 3 This is a schematic diagram of a train control method in wet track mode provided in one embodiment of this application;

[0024] Figure 4 A flowchart illustrating a first MA position determination method provided in one embodiment of this application;

[0025] Figure 5 This is a schematic diagram of a train control method in wet track mode provided in one embodiment of this application;

[0026] Figure 6 This is a schematic diagram of a train control device in wet track mode provided in one embodiment of this application;

[0027] Figure 7 This is a schematic diagram of a computer device structure provided in one embodiment of this application. Detailed Implementation

[0028] In related technologies, wet track conditions and abnormal switch conditions are two key factors threatening train operation safety in urban rail transit. When the track surface is wet, wheel-rail friction decreases significantly, leading to a 30%–50% increase in train braking distance. Furthermore, when switches are in a four-way open state (the switch rail and stock rail, and the frog rail and wing rail are not in close contact), the safety of the train's travel path is directly compromised. Against this backdrop, precise control of the moving authorized position (MA) becomes a core challenge in balancing safety and efficiency—a sudden change at the MA endpoint could trigger emergency braking, exacerbating the risk of slippage on wet tracks.

[0029] To address the aforementioned issues, this application provides a train control method in wet track mode. When the target MA position is determined between the first MA position, the target turnout position, and the second MA position, the method avoids sudden changes in the MA endpoint by constraining the target MA position to not exceed the first MA position (i.e., not extending forward). Simultaneously, the wet track mode and the turnout safety boundary limit make the three positions relatively compact, further reducing the probability of significant changes in MA, thereby preventing the train from triggering emergency braking due to sudden changes in MA and ensuring operational safety and stability.

[0030] The solutions in this application embodiment can be implemented using various computer languages, such as the object-oriented programming language Java and the interpreted scripting language JavaScript.

[0031] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0032] The following is a brief description of the application environment of the train control method in wet track mode provided in the embodiments of this application:

[0033] This application pertains to the field of autonomous driving. In this field, area controllers are used to monitor and control the train operation status within a designated area in real time. Through high-precision positioning, communication, and logic operation technologies, they enable the issuance and scheduling management of train operation commands. In practice, they interact bidirectionally with trains, receiving real-time information such as position, speed, and equipment status uploaded by the trains, while simultaneously sending commands such as train operation permits, speed limits, and route control to the trains. This enables them to perform train safety protection, automatic operation adjustments, and emergency handling of abnormal situations, ensuring the safe, efficient, and orderly operation of multiple trains within the area, and providing core technological support for the intelligent operation of rail transit.

[0034] See Figure 1 The following embodiments use the aforementioned area controller as the execution entity, applying the method provided in the embodiments of this application to the aforementioned area controller, taking train control as an example for specific explanation. The train control method in wet track mode provided in the embodiments of this application includes the following steps 101-105:

[0035] Step 101: When the first train enters wet track mode on the current line, obtain the first train information of the first train and the second train information of the second train at the current moment.

[0036] In this application, the first train is behind the second train, meaning the second train is the train ahead of the first train on the current track. The application uses the direction of travel of the first train as a reference direction; in this reference direction, the first train is behind the second train. For example, if the direction of travel is from left to right, then the first train is to the left of the second train. The area controller manages a continuous track (e.g., several kilometers of track), containing infrastructure such as switches, signals, and trackside equipment. In this application, the track managed by the area controller is considered the current track. The wet track mode is a safe operating mode automatically triggered by the train when the track surface becomes damp due to rainfall, water seepage, or other factors, significantly reducing the wheel-rail friction coefficient. Train-related information is key data for calculating the MA position, including position information, speed, and acceleration data. The MA position (Movement Authority End) is the safe travel boundary defined by the area controller for the train, i.e., the furthest point the train is allowed to travel; exceeding this point will trigger ATP (Automatic Train Protection) emergency braking.

[0037] In this step, the area controller can detect the current track environment. When it detects rain or snow in this environment and two trains are traveling in opposite directions, the area controller controls the following train to enter wet track tracking mode; that is, the area controller controls the first train to enter wet track mode. After the first train enters wet track mode, at preset intervals, the area controller acquires relevant information about the first train from the first train and relevant information about the second train from the second train, and determines the position of the first MA based on this information.

[0038] Step 102: Determine the position of the first MA corresponding to the current time based on the relevant information of the first train and the relevant information of the second train.

[0039] In this step, the area controller can accurately calculate and determine the wet track tracking distance of the second train based on its real-time speed, braking performance parameters, and track slip coefficient, using a preset wet track braking model. This distance is defined with the front of the first train as the near end and the rear of the second train as the far end, forming a safety protection interval. Subsequently, the area controller initially sets the position of the near end of the wet track tracking distance as the movement authorization (MA) position. To further ensure driving safety, the area controller will also combine the first train's operating speed, emergency braking distance, and other relevant information to calculate the required safe retraction distance, and retract the initially set MA position by this distance towards the first train, thus obtaining the final MA position, i.e., the first MA position.

[0040] Step 103: Detect whether there is a target turnout in a four-way open state on the current line.

[0041] Among them, turnouts are key equipment in railway lines that enable trains to switch from one track to another. They are composed of components such as switch rails, stock rails, frog rails, wing rails, and switch machines. The four-way open state is an abnormal state of turnouts, which means that the switch rails are not in close contact with the stock rails, and the frog rails are not in the positioning or reverse locking state, forming a dangerous situation of "neither left nor right, with the middle suspended".

[0042] In this step, the area controller monitors the status of the switches on the current line. When it detects that a switch is in a four-way open state, it designates that switch as the target switch and determines that a target switch exists on the current line. When it is determined that none of the switches on the current line are in a four-way open state, it is determined that no target switch exists on the current line.

[0043] Step 104: When there is a target turnout in a four-way open state on the current line, obtain the second MA position corresponding to the previous moment, and determine the target MA position corresponding to the current moment based on the first MA position, the position of the target turnout and the second MA position.

[0044] The target MA position is not ahead of the first MA position; the target MA position is the final MA position corresponding to the current moment. The position of the target turnout refers to the position after retreating a preset distance from the target turnout towards the direction of the first train. The preset distance can be the aforementioned safety distance or a distance set by technicians as needed; it is not limited here.

[0045] In this step, when a target turnout in a four-way open state exists on the current track, it is necessary to further verify whether the first MA position is the final MA position. If the target turnout is located before the second MA position and after the first MA position, considering the uncertainty risk of a four-way open turnout, the target turnout position is directly determined as the final MA position, forcing the train to stop before the turnout. If the target turnout position is between the first train locomotive and the second MA position, and the second MA position is after the first MA position, it indicates that the second MA position is relatively safer and meets the train operation permit range; in this case, the second MA position is determined as the final MA position. If both the target turnout position and the second MA position are before the first MA position, it indicates that the first MA position is already within a relatively safe restriction range; in this case, the first MA position is taken as the final MA position.

[0046] For example, as the train moves forward, if the previous MA position (second MA position) is 100m ahead of the train, the newly calculated MA position (first MA position) is 150m ahead, and the target turnout is 120m ahead (in a four-way open state), the final MA position is set at 120m (turnout position). If the previous MA position is 100m ahead, the newly calculated MA position is 150m ahead, and the target turnout is 90m ahead, the final MA position is set at 100m.

[0047] Step 105: Control the operation of the first train according to the target MA position corresponding to the current time.

[0048] In this step, the first train is controlled to run based on the target MA position at the current time.

[0049] In this embodiment, when the first train enters wet rail mode on the current line, at the current moment, the relevant information of the first train and the relevant information of the second train are obtained, with the first train behind the second train. Based on the relevant information of the first and second trains, the position of the first moving average (MA) corresponding to the current moment is determined. It is then detected whether there is a target turnout in a four-way open state on the current line. If there is a target turnout in a four-way open state on the current line, the position of the second MA corresponding to the previous moment is obtained. Based on the position of the first MA, the position of the target turnout, and the position of the second MA, the position of the target MA corresponding to the current moment is determined, wherein the target MA position is not in front of the first MA position. Based on the target MA position corresponding to the current moment, the operation of the first train is controlled. In this embodiment, when the target MA position is determined between the first MA position, the target turnout position, and the second MA position, by constraining the target MA not to exceed the first MA position (i.e., not extending forward), sudden changes in the MA endpoint are avoided. Simultaneously, the wet rail mode and the safety boundary of the turnout make the three positions relatively compact, further reducing the probability of significant changes in MA, thereby preventing the train from triggering emergency braking due to sudden changes in MA, ensuring operational safety and stability.

[0050] In this embodiment, when the current track environment meets the conditions and a second train is ahead of the first train, to prevent the first train from rear-ending the second train, the area controller can notify the first train to enter wet track mode. After the first train enters wet track mode, it sends information related to subsequent calculations to the area controller, which is then used as the first train's relevant information. Therefore, this embodiment provides a method for obtaining first train's relevant information. The specific steps of this method include: sending a wet track mode entry notification to the first train, the entry notification being used to notify the first train to prepare to enter wet track mode, so that after the first train comes to a complete stop, it sends a wet track mode request message to the section controller; receiving the first train's request message to obtain the first train's relevant information at the current moment.

[0051] In this step, the area controller can obtain environmental information about the current track environment and check if this information meets certain conditions, such as whether it is raining or snowing. If the environmental information meets these conditions, it checks if there is a train ahead of the first train. If there is a train ahead of the first train, it is designated as the second train. The area controller then sends a wet track mode entry notification to the first train. Upon receiving the entry notification, the first train identifies a suitable stopping area and, after coming to a complete stop in that area, sends a wet track mode request to the section controller, allowing the area controller to obtain relevant information about the first train from this request.

[0052] It should be noted that after sending the request information, the driver or the area controller can control the first train to start and continue moving forward.

[0053] In this embodiment, the wet track tracking distance is calculated based on the position, speed, and load of the second train, combined with the characteristic of reduced braking performance in wet track mode. Based on this wet track tracking distance, the third MA position is determined by extending the wet track tracking distance backward from the rear position of the preceding train (the second train). The emergency braking distance at the current speed is calculated based on the real-time position, speed, and load data of the first train (the following train), and is used as the target distance. Then, the first MA position corresponding to the current moment is determined based on the target distance and the third MA position. Therefore, this embodiment provides a method for determining the first MA position, as follows: Figure 2 As shown, the specific steps include:

[0054] Step 201: Determine the wet track tracking distance based on the information of the second train.

[0055] The information related to the second train includes its location, speed, and load.

[0056] In this step, the wet rail braking model is input based on the position, speed, and load parameters of the second train, and the braking distance at the current moment is calculated. This distance is then determined as the wet rail tracking distance.

[0057] Step 202: Determine the position of the third MA based on the wet track tracking distance.

[0058] In this step, the third MA position is obtained by extending the wet track tracking distance backward from the rear position of the second train as a reference.

[0059] Step 203: Determine the target distance based on the information of the first train.

[0060] In this step, based on the position, speed, and load parameters of the first train, the wet rail braking model is input to calculate the braking distance at the current moment, and this distance is determined as the target distance.

[0061] Step 204: Determine the position of the first MA corresponding to the current moment based on the target distance and the position of the third MA.

[0062] In this step, the third MA position is moved back a target distance towards the first train to obtain the first MA position. The first MA position can also be obtained using other methods.

[0063] Specifically, the relative relationships between the aforementioned wet track tracking distance, third MA position, target distance, and first MA position are as follows: Figure 3 As shown.

[0064] In this embodiment, when the retraction distance is too large, the MA position after retraction may be behind the front of the first train. In this case, the MA position after retraction needs to be extended forward by a preset distance, so that the MA position after retraction is in front of the front of the first train. Therefore, this embodiment provides a method for determining the position of the first MA, as follows: Figure 4 As shown, the specific steps include:

[0065] Step 401: Move the third MA position back the target distance in the direction closer to the first train to obtain the fourth MA position.

[0066] In this step, the third MA position is moved back by the target distance in the direction closer to the first train to obtain the third MA position after the move. The third MA position after the move is then determined as the fourth MA position.

[0067] Step 402: Detect whether the fourth MA position is in front of the first train head.

[0068] In this step, the position of the first train head is obtained, and it is determined whether the fourth MA position is in front of the first train head.

[0069] Step 403: When the fourth MA position is in front of the front of the first train, the fourth MA position is taken as the first MA position corresponding to the current time.

[0070] In this step, when the fourth MA position is in front of the first train's locomotive, it means that the train will not be downgraded, and the fourth MA position can be directly used as the first MA position corresponding to the current moment.

[0071] Step 404: When the fourth MA position is not in front of the front of the first train, move the fourth MA position forward by a preset distance to obtain the first MA position corresponding to the current moment.

[0072] The preset distance was determined by technicians based on a large number of experiments, and is generally 2 meters.

[0073] In this step, when the fourth MA position is not in front of the front of the first train, the fourth MA position is moved forward by a preset distance so that the MA position needs to be moved in front of the front of the first train. The moved MA position is then determined as the first MA position corresponding to the current moment.

[0074] In practice, when the MA (Modified Advancement) is behind the first train's locomotive, the train will degrade and cannot maintain the CBTC (Consumer-Based Capital) level. Therefore, in order for the train to continue maintaining the CBTC level and a valid MA, the MA needs to be positioned in front of the first train's locomotive. Thus, this application can extend the MA forward by a predetermined distance when it is behind the first train's locomotive, ensuring that the MA is positioned in front of the first train's locomotive.

[0075] In this embodiment, if the target turnout position is after the previous moment's MA position, the previous moment's MA position is determined as the reference MA position. Otherwise, the target turnout position is determined as the reference MA position. Then, the target MA position is determined based on the reference MA position and the first MA position. Therefore, this embodiment provides a method for determining the target MA position, the specific steps of which include: detecting whether the second MA position is before the target turnout position; if the second MA position is before the target turnout position, determining the second MA position as the reference MA position; if the second MA position is not before the target turnout position, determining the target turnout position as the reference MA position; and determining the target MA position based on the reference MA position and the first MA position.

[0076] like Figure 5 As shown, in case a, the target turnout position is determined as the reference MA position; in case b, the second MA position is determined as the reference MA position.

[0077] Furthermore, the final MA position cannot be ahead of the first MA position. Therefore, when the reference MA position is after the first MA position, the reference MA position is determined as the target MA position; when the reference MA position is not after the first MA position, the second MA position is determined as the target MA position. In summary, the specific steps for determining the target MA position based on the reference MA position and the first MA position include: detecting whether the reference MA position is after the first MA position; when the reference MA position is after the first MA position, determining the reference MA position as the target MA position; when the reference MA position is not after the first MA position, determining the first MA position as the target MA position.

[0078] In this embodiment, when the MA position before retraction is within or in front of the first protection zone of the platform, and the speed of the following train is 0 or the following train is a faulty train, the area controller will recalculate the MA position based on the real-time information of the following train (such as position and speed), the precise coordinates of the platform, and the ATO (Automatic Train Operation) stopping accuracy requirements. This allows the first train to be guided to precisely stop at the platform based on the MA position. Specific steps include: when the third MA position meets the first preset condition, and the state of the second train is a preset state, the fifth MA position is re-determined based on the relevant information of the second train, the platform coordinates, and the ATO stopping accuracy requirements, so that the first train can precisely stop at the platform based on the fifth MA position.

[0079] The first preset condition is that the third MA position is within or ahead of the first protection zone of the platform. Parking accuracy requirements are a key indicator used to measure the train's ability to precisely stop at the platform. The preset state is that the train speed is 0 or the train is faulty.

[0080] In this step, it's possible to first check if the third MA position is within or ahead of the first protection zone of the platform, or to first check if the second train's status is in a preset state; this is not limited to either. When the third MA position meets the first preset condition and the second train's status is in a preset state, the fifth MA position is re-determined based on the second train's relevant information, platform coordinates, and ATO parking accuracy requirements. Then, the first train is controlled to precisely stop at the platform based on the fifth MA position.

[0081] By dynamically verifying and adjusting the MA position, trains are prevented from venturing into dangerous areas ahead of the protected section due to unreasonable authorized positions, thus preventing collisions or derailments. Furthermore, by calculating the MA position in conjunction with ATO (Automatic Train Operation) stopping accuracy requirements, it is ensured that trains can accurately stop at designated platform locations, facilitating passenger boarding and alighting and improving operational service quality.

[0082] In this embodiment, to prevent a train from skidding off the platform and colliding with the train in front after entering the station, the zone controller (ZC) issues a speed limit to the entering train, calculating a relatively low speed limit to prevent the train from skidding off the protected area. For example, based on a platform + protected area length of 200m and a braking rate of 0.2, the speed limit should be 32km / h. The specific steps are as follows: the zone controller detects whether the first train is entering the station. When the first train enters the station, it issues speed limit information to the first train so that the first train can travel based on the speed limit information.

[0083] In this embodiment, the speed limit can be cancelled after the train has come to a complete stop at the station or after the train has stopped retreating the wet track tracking distance. Specifically, when the first train comes to a complete stop at the station or after the first train has stopped retreating the wet track tracking distance, the area controller sends a speed limit cancellation notification to the first train to cancel the speed limit.

[0084] The phrase "no longer retreating the wet track tracking distance" refers to a situation where, under certain specific conditions, the area controller determines that it is no longer necessary to further reduce the tracking distance. For example, if the train has already traveled a certain distance at the adjusted tracking distance, or if the wet track situation has improved, the area controller may determine that it is no longer necessary to further reduce the tracking distance.

[0085] In this embodiment, after the train enters the station and comes to a complete stop, the area controller executes a platform detaining action to increase the tracking interval between the train and the preceding train. Specifically, after the first train enters the station and comes to a complete stop, the area controller sends a detaining notification to the first train, causing it to stop at the platform, thereby increasing the distance between the first and second trains.

[0086] In this embodiment, after a wet-rail train enters the station and comes to a complete stop at the platform ahead, the wet-rail tracking protection distance is increased according to the wet-rail train's specifications. Specifically, the train is allowed to leave the station only when there are no other vehicles within the wet-rail tracking distance ahead. The specific steps include: when the first train enters the platform and comes to a complete stop, detecting whether there are any vehicles ahead of the first train (assuming the first train is in wet-rail mode); based on the detection result, re-determining whether the first train is at the fourth tracking distance (MA); and controlling the first train to leave the station based on the fourth tracking distance (MA).

[0087] In this embodiment, if a wet-rail train plans to skip a station without stopping (e.g., skipping a stop or manually driving past a station), during the period when its MA endpoint retracts to the precise stopping distance of the ATO in the protected section, if the train determines that the MA distance for leaving the station does not meet one train length, it will actively stop within the station until the MA extends to meet one train length, at which point the train will leave the station normally. The specific steps are as follows: when the first train enters the platform and does not stop, the current MA position corresponding to the first train is determined, and the distance from the platform to the current MA position is determined; when the distance is less than a preset train length, the first train is controlled to stop at the platform; when the distance is not less than the preset train length, the first train is controlled to leave the station normally.

[0088] In this embodiment, when there is a turnaround rail in front of the following train and the turnaround rail is its last matching route, since the following train will stop at the turnaround rail, it is detected whether the MA position before the retraction is within or in front of the first protection section of the turnaround rail, and simultaneously, whether the MA position after the retraction is after the first protection section. When the MA position after the retraction is within or in front of the first protection section, it means that the first protection section can be reached based on the MA position after the retraction, and it is not necessary to recalculate the MA position. When the MA position before the retraction is within or in front of the first protection section of the turnaround rail, and the MA position after the retraction is after the first protection section, the MA position is recalculated and determined by combining the relevant information of the second train, the precise coordinates of the turnaround rail, the length of the second protection section, and the ATO stopping accuracy requirements, and then the following train is guided to accurately stop within the second protection section based on the MA position. The specific steps include: when there is a turnaround rail in front of the first train, and the turnaround rail is the last route matched by the first train, checking whether the MA position corresponding to the first train meets the second preset condition; when the MA position corresponding to the first train meets the second preset condition, the sixth MA position is re-determined based on the relevant information of the second train, the coordinates of the turnaround rail, the length of the second protection section and the ATO parking accuracy requirements, so that the first train can accurately stop in the second protection section according to the sixth MA position.

[0089] The second preset condition is that the position of the third MA is within or ahead of the first protection section of the turnaround track, but the position of the first MA is behind the first protection section.

[0090] In this embodiment, to prevent the train from skidding out of the second protection zone and colliding with the vehicle in front, the area controller issues a speed limit to the train. For example, it calculates a lower speed limit to prevent the train from skidding out of the second protection zone. Specifically, the area controller detects whether the first train has entered the turnaround track. When the first train enters the turnaround track, it issues speed limit information to the first train so that the first train can travel based on the speed limit information.

[0091] In this embodiment, the speed limit can be cancelled after the train enters the turnaround track and comes to a complete stop at 0 speed, or when the train has stopped retreating the wet track tracking distance. Specific steps: When the first train enters the turnaround track and comes to a complete stop, or when the first train has stopped retreating the wet track tracking distance, the area controller sends a speed limit cancellation notification to the first train to cancel the speed limit on the first train.

[0092] In this embodiment of the application, when the area controller detects that the train head has left the station, it immediately sends the status information of the nearest train in the preceding section to the train. The specific steps include: the area controller detects whether the first train head has left the station; when the train head has left the station, it obtains whether there is a train in the preceding preset section; if there is a train in the preceding preset section, it determines the train closest to the first train, obtains the status information of that train, and then sends the status information to the first train.

[0093] The status information includes information such as train downgrade, train slippage, or emergency stop.

[0094] Subsequently, after the Vehicle On-Board Controller (VOBC) of the first train receives the aforementioned status information, it will first determine whether the first train is in manual driving mode. If the first train is in manual driving mode, the VOBC will display corresponding prompts on the first train's Man-Machine Interface (MMI), such as "Previous train downgraded," "Previous train skidding," and "Previous train emergency stop." Upon seeing the prompts on the MMI, the driver can take timely and coordinated measures to reduce the train's speed in advance, thereby ensuring driving safety.

[0095] Among them, VOBC is one of the core devices of the automatic driving system of urban rail transit trains. It is installed on the train and is responsible for receiving instructions from the ground signal system and controlling the train's traction, braking, door opening and closing actions accordingly, so as to realize the automatic driving, automatic protection and automatic monitoring functions of the train.

[0096] If the section controller determines, after querying, that there are no other trains in the section ahead, it will send a "No train ahead" message to the VOBC. At this point, the VOBC can proceed according to the normal procedure without needing to perform any coordinated processing.

[0097] It should be understood that although the steps in the flowchart are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order constraint on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the diagram may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0098] See Figure 6One embodiment of this application provides a train control device 600 in wet track mode, comprising:

[0099] The acquisition unit 601 is used to acquire, at the current moment, the first train’s first train information and the second train’s second train information after the first train enters the wet rail mode on the current line, wherein the first train is behind the second train.

[0100] The first determining unit 602 is used to determine the first MA position corresponding to the current time based on the first train-related information and the second train-related information;

[0101] Detection unit 603 is used to detect whether there is a target turnout in a four-open state on the current line;

[0102] The second determining unit 604 is used to obtain the second MA position corresponding to the previous moment when there is a target turnout in a four-way open state on the current line, and determine the target MA position corresponding to the current moment based on the first MA position, the position of the target turnout and the second MA position, wherein the target MA position is not in front of the first MA position.

[0103] The control unit 605 is used to control the operation of the first train according to the target MA position corresponding to the current time.

[0104] Optionally, the device further includes an entry unit 606, the entry unit 606 being configured to:

[0105] Send a wet track mode entry notification to the first train. The entry notification is used to notify the first train to prepare to enter the wet track mode, so that the first train sends a wet track mode request information to the section controller after it has come to a complete stop.

[0106] Receive the request information from the first train to obtain relevant information about the first train at the current time.

[0107] Optionally, the first determining unit 602 is configured to:

[0108] Based on the information of the second train, determine the wet track tracking distance;

[0109] The position of the third MA is determined based on the wet track tracking distance;

[0110] Based on the information related to the first train, determine the target distance;

[0111] Based on the target distance and the third MA position, determine the first MA position corresponding to the current time.

[0112] Optionally, the first determining unit 602 is configured to:

[0113] The third MA position is moved back a target distance in the direction closer to the first train to obtain the fourth MA position;

[0114] Detect whether the fourth MA position is in front of the first train head;

[0115] When the fourth MA is in front of the front of the first train, the position of the fourth MA is taken as the position of the first MA at the current time.

[0116] When the fourth MA position is not in front of the front of the first train, the fourth MA position is moved forward by a preset distance to obtain the first MA position corresponding to the current moment.

[0117] Optionally, the second determining unit 604 is used for:

[0118] Detect whether the second MA position is before the target turnout position;

[0119] When the second MA position is before the target turnout position, the second MA position is determined as the reference MA position;

[0120] When the second MA position is not before the target turnout position, the target turnout position is determined as the reference MA position;

[0121] The target MA position is determined based on the reference MA position and the first MA position.

[0122] Optionally, the second determining unit 604 is used for:

[0123] Detect whether the reference MA position is after the first MA position;

[0124] When the reference MA position is after the first MA position, the reference MA position is determined as the target MA position;

[0125] When the reference MA position is not after the first MA position, the first MA position is determined as the target MA position.

[0126] Optionally, the device further includes a third determining unit 607, used for:

[0127] When the third MA position meets the first preset condition and the second train is in a preset state, the fifth MA position is re-determined according to the relevant information of the second train, the platform coordinates and the ATO parking accuracy requirements, so that the first train stops accurately at the platform according to the fifth MA position;

[0128] The first preset condition is that the location of the third MA is within or in front of the first protection zone of the platform.

[0129] Optionally, the device further includes a fourth determining unit 608, used for:

[0130] When the first train enters the platform and does not stop at the platform, determine the current MA position corresponding to the first train, and determine the distance from the platform to the current MA position.

[0131] When the distance is less than the preset train length, the first train is controlled to stop at the platform; when the distance is not less than the preset train length, the first train is controlled to leave the station normally.

[0132] Optionally, the device further includes a fifth determining unit 609, configured to:

[0133] When there is a turnaround rail in front of the first train, and the turnaround rail is the last route matched by the first train, it is detected whether the MA position corresponding to the first train meets the second preset condition. The second preset condition is that the third MA position is within or in front of the first protection section of the turnaround rail, but the first MA position is behind the first protection section.

[0134] When the MA position corresponding to the first train meets the second preset condition, the sixth MA position is re-determined based on the relevant information of the second train, the coordinates of the turnaround track, the length of the second protection section, and the ATO stopping accuracy requirements, so that the first train can accurately stop within the second protection section according to the sixth MA position.

[0135] Specific limitations regarding the train control device in the aforementioned wet track mode can be found in the limitations of the train control method in the wet track mode described above, and will not be repeated here. Each unit in the aforementioned train control device in the wet track mode can be implemented entirely or partially through software, hardware, or a combination thereof. These units can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each of the above modules.

[0136] In one embodiment, a computer device is provided, the internal structure of which can be as follows: Figure 7As shown. The computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system, computer programs, and the database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The database stores data. The network interface communicates with external terminals via a network connection. The computer program, executed by the processor, can implement a train control method in a wet track mode as described above. It includes: a memory and a processor; the memory stores the computer program; and the processor executes the computer program to implement any step of the train control method in the wet track mode as described above.

[0137] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, can implement any step of the train control method in the wet track mode described above.

[0138] Those skilled in the art will understand that embodiments of this application can be provided as train control methods, systems, or computer program products in wet track mode. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0139] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0140] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0141] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0142] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0143] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A train control method under wet track conditions, characterized in that, include: When the first train enters wet track mode on the current line, the relevant information of the first train and the relevant information of the second train are obtained at the current moment, with the first train behind the second train. Based on the information related to the first train and the information related to the second train, determine the position of the first MA corresponding to the current moment; Detect whether there is a target turnout in a four-open state on the current line; When there is a target turnout in a four-way open state on the current line, the second MA position corresponding to the previous moment is obtained. Based on the first MA position, the position of the target turnout and the second MA position, the target MA position corresponding to the current moment is determined, wherein the target MA position is not in front of the first MA position. The first train is controlled to run based on the target MA position corresponding to the current time.

2. The method according to claim 1, characterized in that, The method further includes: Send a wet track mode entry notification to the first train. The entry notification is used to notify the first train to prepare to enter the wet track mode, so that the first train sends a wet track mode request information to the section controller after it has come to a complete stop. Receive the request information from the first train to obtain relevant information about the first train at the current time.

3. The method according to claim 1, characterized in that, The step of determining the position of the first MA corresponding to the current time based on the first train-related information and the second train-related information includes: Based on the information of the second train, determine the wet track tracking distance; The position of the third MA is determined based on the wet track tracking distance; Based on the information related to the first train, determine the target distance; Based on the target distance and the third MA position, determine the first MA position corresponding to the current time.

4. The method according to claim 3, characterized in that, Determining the position of the first MA corresponding to the current moment based on the target distance and the third MA position includes: The third MA position is moved back a target distance in the direction closer to the first train to obtain the fourth MA position; Detect whether the fourth MA position is in front of the first train head; When the fourth MA is in front of the front of the first train, the position of the fourth MA is taken as the position of the first MA at the current time. When the fourth MA position is not in front of the front of the first train, the fourth MA position is moved forward by a preset distance to obtain the first MA position corresponding to the current moment.

5. The method according to claim 1, characterized in that, Determining the target MA position at the current moment based on the first MA position, the target turnout position, and the second MA position includes: Detect whether the second MA position is before the target turnout position; When the second MA position is before the target turnout position, the second MA position is determined as the reference MA position; When the second MA position is not before the target turnout position, the target turnout position is determined as the reference MA position; The target MA position is determined based on the reference MA position and the first MA position.

6. The method according to claim 5, characterized in that, Determining the target MA position based on the reference MA position and the first MA position includes: Detect whether the reference MA position is after the first MA position; When the reference MA position is after the first MA position, the reference MA position is determined as the target MA position; When the reference MA position is not after the first MA position, the first MA position is determined as the target MA position.

7. The method according to claim 3, characterized in that, The method further includes: When the third MA position meets the first preset condition and the second train is in a preset state, the fifth MA position is re-determined according to the relevant information of the second train, the platform coordinates and the ATO parking accuracy requirements, so that the first train stops accurately at the platform according to the fifth MA position; The first preset condition is that the location of the third MA is within or in front of the first protection zone of the platform.

8. The method according to claim 1, characterized in that, The method further includes: When the first train enters the platform and does not stop at the platform, determine the current MA position corresponding to the first train, and determine the distance from the platform to the current MA position. When the distance is less than the preset train length, the first train is controlled to stop at the platform; when the distance is not less than the preset train length, the first train is controlled to leave the station normally.

9. The method according to claim 3, characterized in that, The method further includes: When there is a turnaround rail in front of the first train, and the turnaround rail is the last route matched by the first train, it is detected whether the MA position corresponding to the first train meets the second preset condition. The second preset condition is that the third MA position is within or in front of the first protection section of the turnaround rail, but the first MA position is behind the first protection section. When the MA position corresponding to the first train meets the second preset condition, the sixth MA position is re-determined based on the relevant information of the second train, the coordinates of the turnaround track, the length of the second protection section, and the ATO stopping accuracy requirements, so that the first train can accurately stop within the second protection section according to the sixth MA position.

10. A train control device for wet track mode, characterized in that, include: The acquisition unit is used to acquire, at the current moment, the first train’s first train information and the second train’s second train information after the first train enters the wet rail mode on the current line, wherein the first train is behind the second train. The first determining unit is used to determine the first MA position corresponding to the current time based on the first train-related information and the second train-related information; The detection unit is used to detect whether there is a target turnout in a four-open state on the current line; The acquisition unit is used to acquire the second MA position corresponding to the previous moment when there is a target turnout in a four-way open state on the current line, and determine the target MA position corresponding to the current moment based on the first MA position, the position of the target turnout and the second MA position, wherein the target MA position is not in front of the first MA position; The control unit is used to control the operation of the first train according to the target MA position corresponding to the current time.

11. A computer device, comprising: The method includes a memory and a processor, the memory storing a computer program, characterized in that the processor executes the computer program to implement the steps of the method according to any one of claims 1 to 9.

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

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