Signal machine approaching cross-voltage control method and device for marshalling train and computer equipment
By acquiring train operation information to identify vehicle operation scenarios and data, and using the signal approach cross-pressure strategy to generate control schemes, the problem of low efficiency in signal control of train marshalling is solved, and safe and efficient train arrival and departure control is achieved.
Patent Information
- Application Number
- CN202511397201.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-28
- Publication Date
- 2025-11-18
AI Technical Summary
The existing computer interlocking system cannot effectively control the locking and unlocking of routes and the lighting and extinguishing of signals when trains are stopped on the same route or when they are de-marshalled and enter the station, resulting in low signal control efficiency.
By acquiring train operation information of train formations, identifying vehicle operation scenarios and current train data, and using the signal approach cross-pressure strategy to generate a signal control scheme, precise control of the signal can be achieved.
This improves the efficiency of signal control for train formations, ensuring that train arrival and departure are more efficient while maintaining safety.
Smart Images
Figure CN120963804A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the field of rail transit and railway signal technology, and in particular to a signal machine approach span control method and device for marshalling trains and a computer device. BACKGROUND
[0002] The heavy-load radio block center is the basic equipment of the heavy-load railway mobile block train control system. The computer interlocking controls the signal machine on and off and route unlocking through the signal machine communication vehicle approach and span sent by the heavy-load radio block center. In the virtual marshalling train control system, when all trains in the marshalling plan pass through the same route or stop at the unmarshalling station, the computer interlocking should complete the functions of route locking, normal unlocking, and signal machine on and off. However, the existing computer interlocking cannot complete this task, so how to improve the computer interlocking control effect when all trains pass through the same route or stop at the unmarshalling station is the current research focus.
[0003] The traditional technical solution can only complete the functions of route locking, normal unlocking, and signal machine on and off through the computer interlocking when a single train departs from the station, passes through the route, or stops at the station, but cannot realize the functions of route locking, normal unlocking, and signal machine on and off through the computer interlocking when the marshalling train passes through the same route or stops at the unmarshalling station, thereby leading to low signal control efficiency for the marshalling train. SUMMARY
[0004] Therefore, it is necessary to provide a signal machine approach span control method, device, computer device, computer readable storage medium, and computer program product for marshalling trains in view of the above technical problems.
[0005] In a first aspect, the present application provides a signal machine approach span control method for marshalling trains, comprising:
[0006] Obtaining train operation information of each train in train marshalling, and identifying a vehicle operation scene corresponding to each train and current train operation data of each train based on the train operation information of each train;
[0007] Based on the current train operation data of each train, identifying approach span information of each train through a train marshalling approach span strategy corresponding to the vehicle operation scene, and generating an initial approach span identification result of a signal machine corresponding to each train through a signal machine approach span identification strategy based on the approach span information of each train and the vehicle operation scene corresponding to each train;
[0008] Based on the initial approach span identification result of the signal machine corresponding to each train, generating a signal machine control scheme of the signal machine.
[0009] Optionally, the train operation information of each train is split into train direction information of each train and current vehicle position of each train.
[0010] The train operation information of each train is split into train direction information of each train and current vehicle position of each train.
[0011] The position interval of the station is obtained, and the vehicle operation scene corresponding to each train is identified based on the train direction information of each train, the current vehicle position of each train, and the position interval of the station.
[0012] The current vehicle position of each train is taken as the current train operation data of each train.
[0013] Optionally, the current train operation data of each train is used to identify the approach and cross pressure information of each train through the train marshalling approach and cross pressure strategy corresponding to the vehicle operation scene, including:
[0014] The position information of each signal corresponding to the vehicle operation scene is obtained.
[0015] The position relative information between each train and each signal is identified based on the position information of each signal and the current vehicle position of each train through the train marshalling approach and cross pressure strategy corresponding to the vehicle operation scene.
[0016] The position relative information between each train and each signal is taken as the approach and cross pressure information of each train.
[0017] Optionally, the approach and cross pressure information of each train and the vehicle operation scene corresponding to each train are used to generate the initial approach and cross pressure identification result of the signal corresponding to the signal approach and cross pressure identification strategy, including:
[0018] The approach identification result corresponding to each signal and the cross pressure identification result corresponding to each signal are identified based on the position relative information between each train and each signal through the signal approach and cross pressure identification strategy corresponding to the vehicle operation scene.
[0019] The initial approach and cross pressure identification result of the signal is determined based on the approach identification result corresponding to each signal, the cross pressure identification result corresponding to each signal, and the position relative information between each train and each signal.
[0020] Optionally, the initial approach and cross pressure identification result of the signal is determined based on the approach identification result corresponding to each signal, the cross pressure identification result corresponding to each signal, and the position relative information between each train and each signal, including:
[0021] obtaining a virtual marshalling sequence corresponding to each train marshalling of each train, and identifying a virtual marshalling sequence of a target train corresponding to each signal based on position relative information between each train and each signal;
[0022] based on the initial approach and cross-pressure identification result corresponding to each signal, and the cross-pressure identification result corresponding to each signal, identifying an initial approach and cross-pressure identification result corresponding to each signal;
[0023] based on the virtual marshalling sequence of the target train corresponding to each signal, and the initial approach and cross-pressure identification result corresponding to each signal, identifying an approach and cross-pressure identification result corresponding to each signal through a signal cross-pressure identification strategy.
[0024] Optionally, the signal control scheme of the signal is generated based on the initial approach and cross-pressure identification result corresponding to the signal, including:
[0025] based on the approach and cross-pressure identification result, identifying a signal control strategy of each signal through a signal control strategy;
[0026] based on the signal control strategy of each signal, identifying a signal control instruction of each signal, and taking the signal control instruction of all signals as the signal control scheme of the signal.
[0027] In a second aspect, the present application further provides a signal approach and cross-pressure control device for marshalling trains, including:
[0028] an acquisition module, configured to acquire train operation information of each train of a train marshalling, and identify a vehicle operation scene corresponding to each train and current train operation data of each train based on the train operation information of each train;
[0029] an identification module, configured to identify approach and cross-pressure information of each train through a train marshalling approach and cross-pressure strategy corresponding to the vehicle operation scene based on the current train operation data of each train, and generate an initial approach and cross-pressure identification result corresponding to a signal through a signal approach and cross-pressure identification strategy based on the approach and cross-pressure information of each train and the vehicle operation scene corresponding to each train;
[0030] a generation module, configured to generate a signal control scheme of the signal based on the initial approach and cross-pressure identification result corresponding to the signal.
[0031] Optionally, the acquisition module is specifically configured to:
[0032] split the train operation information of each train into train orientation information of each train and current vehicle position of each train;
[0033] obtain a location section of the station, and identify a vehicle running scenario corresponding to each train based on train orientation information of each train, current vehicle positions of each train, and the location section of the station;
[0034] take the current vehicle positions of each train as current train running data of each train.
[0035] Optionally, the identification module is specifically configured to:
[0036] obtain position information of each signal corresponding to the vehicle running scenario;
[0037] identify position relative information between each train and each signal based on the position information of each signal and the current vehicle positions of each train through a train marshalling approach-crossing strategy corresponding to the vehicle running scenario;
[0038] take the position relative information between each train and each signal as approach-crossing information of each train.
[0039] Optionally, the identification module is specifically configured to:
[0040] identify an approach identification result corresponding to each signal and a crossing identification result corresponding to each signal based on the position relative information between each train and each signal through a signal approach-crossing identification strategy corresponding to the vehicle running scenario;
[0041] determine an initial approach-crossing identification result corresponding to the signal based on the approach identification result corresponding to each signal, the crossing identification result corresponding to each signal, and the position relative information between each train and each signal.
[0042] Optionally, the identification module is specifically configured to:
[0043] obtain a virtual marshalling sequence of a train marshalling corresponding to each train, and identify a virtual marshalling sequence of a target train corresponding to each signal based on the position relative information between each train and each signal;
[0044] identify an initial approach-crossing identification result corresponding to each signal based on the approach identification result corresponding to each signal and the crossing identification result corresponding to each signal;
[0045] identify the approach-crossing identification result corresponding to the signal through a signal-crossing identification strategy based on the virtual marshalling sequence of the target train corresponding to each signal and the initial approach-crossing identification result corresponding to each signal.
[0046] Optionally, the generating module is specifically configured to:
[0047] Based on the approach-cross pressure identification result, a signal machine control strategy is used to identify the signal control strategy of each signal machine.
[0048] Based on the signal control strategy of each signal machine, signal control instructions of each signal machine are identified, and the signal control instructions of all signal machines are used as the signal machine control scheme of the signal machine.
[0049] In a third aspect, the present application provides a computer device. The computer device includes a memory and a processor, the memory stores a computer program, and the processor implements the steps of the method of any one of the first aspect when executing the computer program.
[0050] In a fourth aspect, the present application provides a computer readable storage medium. A computer program is stored thereon, and the computer program is executed by a processor to implement the steps of the method of any one of the first aspect.
[0051] In a fifth aspect, the present application provides a computer program product. The computer program product includes a computer program, and the computer program is executed by a processor to implement the steps of the method of any one of the first aspect.
[0052] The above signal machine approach-cross pressure control method, device and computer device for marshalling trains, by obtaining train operation information of each train of the train marshalling, and based on the train operation information of each train, identifying the vehicle operation scene corresponding to each train and the current train operation data of each train; based on the current train operation data of each train, through the train marshalling approach-cross pressure strategy corresponding to the vehicle operation scene, identifying the approach-cross pressure information of each train, and based on the approach-cross pressure information of each train, through the signal machine approach-cross pressure identification strategy, generating the initial approach-cross pressure identification result corresponding to the signal machine; based on the initial approach-cross pressure identification result corresponding to the signal machine, generating the signal machine control scheme of the signal machine. The present scheme analyzes the train operation information of each train of the virtual marshalling through data analysis, thereby identifying the vehicle operation scene of each train, and then respectively combining different vehicle operation scenes and the current train operation data of each train, thereby identifying the approach-cross pressure information of each train in real time, thereby analyzing the approach-cross pressure identification result of the signal machine, and thereby controlling the approach-cross pressure identification result of the signal machine to control the route maintenance, unlocking and signal machine on of the virtual marshalling train, to meet the route running of the virtual marshalling train, and to improve the efficiency of train receiving and dispatching under the premise of safety. Thus, the signal control efficiency of multiple trains is comprehensively improved. BRIEF DESCRIPTION OF DRAWINGS
[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can be obtained from these drawings without any creative effort.
[0054] Figure 1 A flowchart of a signal approach crossing pressure control method for marshalling trains in an embodiment;
[0055] Figure 2 A scene diagram of a two-train station on-track departure scene in an embodiment;
[0056] Figure 3 A scene diagram of a station arrival scene in an embodiment;
[0057] Figure 4 A flowchart of a signal approach crossing pressure control example for marshalling trains in an embodiment;
[0058] Figure 5 A structural block diagram of a signal approach crossing pressure control device for marshalling trains in an embodiment;
[0059] Figure 6 An internal structure diagram of a computer device in an embodiment. DETAILED DESCRIPTION
[0060] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not to limit the present application.
[0061] The signal machine approach control method for marshalling trains provided in the embodiments of the present application can be applied to the application environment of signal machine approach control for marshalling trains. The method is applied to a Radio Block Center (RBC) system of heavy haul railway, and the system can be applied to a terminal, which can be, but is not limited to, various personal computers, notebook computers, etc. The terminal analyzes the train operation information of each train of the virtual marshalling to identify the vehicle operation scene of each train, and then combines the different vehicle operation scenes and the current train operation data of each train to identify the approach cross pressure information of each train in real time, so as to analyze the approach cross pressure identification result of the signal machine, and control the signal machine to maintain, unlock and control the signal machine to meet the virtual marshalling train route running, improve the efficiency of train receiving and dispatching under the premise of safety, thereby comprehensively improving the signal control efficiency of multiple trains.
[0062] In an exemplary embodiment, as shown in Figure 1 A signal machine approach control method for marshalling trains is provided. The method is applied to a terminal, which includes the following steps S101 to S103. Wherein:
[0063] In step S101, the train operation information of each train of the train marshalling is obtained, and the vehicle operation scene corresponding to each train and the current train operation data of each train are identified based on the train operation information of each train.
[0064] In the embodiment, the terminal obtains the marshalling plan / demarshalling plan of each train marshalling sent by the Centralized traffic control (CTC) system, and obtains the vehicle orientation and current vehicle position information of each train to obtain the train operation information of each train. Then, the terminal identifies the vehicle operation scene corresponding to each train and the current train operation data of each train based on the train operation information of each train. When the terminal obtains the marshalling plan sent by the CTC system and the train orientation is in the direction of driving out of the station, the vehicle operation scene is the two-train station-in same track departure scene. When the terminal obtains the demarshalling plan sent by the CTC system and the train orientation is in the direction of driving into the station, the vehicle operation scene is the receiving train scene. The specific identification process will be described in detail later.
[0065] In step S102, the approach cross pressure information of each train is identified based on the current train operation data of each train through the train marshalling approach cross pressure strategy corresponding to the vehicle operation scene, and the initial approach cross pressure identification result of the signal machine is generated based on the approach cross pressure information of each train through the signal machine approach cross pressure identification strategy.
[0066] In this embodiment, the terminal identifies the approach cross-pressure information of each train based on the current train operation data of each train and the train marshalling corresponding to the vehicle operation scene and the approach cross-pressure identification strategy of the signal, and generates the initial approach cross-pressure identification result of the signal corresponding to the signal based on the approach cross-pressure information of each train. The approach cross-pressure information of each train is used to represent the relative position information between each train and the signal, such as the approach and the crossing of the train head. The initial approach cross-pressure identification result of the signal corresponding to the signal is the marshalling train approach information and the marshalling train cross-pressure information of each signal identified by the terminal based on the relative position information between each train and the signal. The specific generation process will be described in detail later.
[0067] In step S103, the signal control scheme of the signal is generated based on the initial approach cross-pressure identification result of the signal.
[0068] In this embodiment, the terminal generates the signal control scheme of the signal based on the initial approach cross-pressure identification result of the signal. The signal control scheme of the signal includes the control instructions of each route maintenance, unlocking, and signal on and off of each signal.
[0069] Based on the above scheme, the train operation information of the virtual marshalling is analyzed to identify the vehicle operation scene of each train, and then the approach cross-pressure information of each train is identified in real time based on the current train operation data of each train and the different vehicle operation scenes, and the approach cross-pressure identification result of the signal is analyzed, and the route maintenance, unlocking, and signal on and off of the signal for the virtual marshalling train are controlled to meet the route running of the virtual marshalling train, to improve the efficiency of train receiving and dispatching under the premise of safety. The signal control efficiency for multiple trains is improved.
[0070] Optionally, based on the train operation information of each train, the vehicle operation scene corresponding to each train and the current train operation data of each train are identified, including: splitting the train operation information of each train into the train direction information of each train and the current vehicle position of each train; obtaining the position interval of the station, and identifying the vehicle operation scene corresponding to each train based on the train direction information of each train, the current vehicle position of each train, and the position interval of the station; and taking the current vehicle position of each train as the current train operation data of each train.
[0071] In this embodiment, the terminal splits the train operation information of each train into train direction information of each train and current vehicle position of each train. Then, the terminal acquires the location section of the station and the information corresponding to the marshalling plan / unmarshalling plan of the train formation sent by the CTC system, and identifies the vehicle operation scene corresponding to each train based on the train direction information of each train, the current vehicle position of each train and the location section of the station. Wherein, when the terminal acquires the marshalling plan sent by the centralized dispatching system, the train direction of each train is the direction of driving out of the station, and the current vehicle position of each train is not in the location section of the station, the vehicle operation scene is the two-train station-in same-track departure scene; and when the terminal acquires the unmarshalling plan sent by the centralized dispatching system, the train direction is the direction of driving into the station, and the current vehicle position of each train is in the location section of the station, the vehicle operation scene is the train reception scene.
[0072] Finally, the terminal takes the current vehicle position of each train as the current train operation data of each train.
[0073] Based on the above scheme, by combining the train direction, the marshalling / unmarshalling plan and the relative relationship between the vehicle position and the station location section, the vehicle operation scene corresponding to each train is identified, and the identification accuracy of the vehicle operation scene is improved.
[0074] Optionally, based on the current train operation data of each train, the approach and pressure crossing information of each train is identified through the train formation approach and pressure crossing strategy corresponding to the vehicle operation scene, including: acquiring the position information of each signal corresponding to the vehicle operation scene; based on the position information of each signal and the current vehicle position of each train, the position relative information between each train and each signal is identified through the train formation approach and pressure crossing strategy corresponding to the vehicle operation scene; and the position relative information between each train and each signal is taken as the approach and pressure crossing information of each train.
[0075] In this embodiment, the terminal acquires the position information of each signal corresponding to the vehicle operation scene. Then, the terminal identifies the position relative information between each train and each signal based on the position information of each signal and the current vehicle position of each train through the train formation approach and pressure crossing strategy corresponding to the vehicle operation scene. Wherein, the train formation approach and pressure crossing strategy is a position relative information identification strategy for identifying the position relative information between each signal and the train head of each marshalling sequence of the train formation. Wherein, the position relative information identification strategy is to calculate the relative position between the train and the signal, and judge the relative position direction of the train based on the train direction information to obtain the position relative information between each train and each signal. The position relative information includes but is not limited to the train head approach information and the train head crossing information.
[0076] Finally, the terminal identifies the approaching cross-pressure information of each train based on the position relative information between each train and each signal.
[0077] Based on the above scheme, the approaching cross-pressure information of each train is identified by recognizing the position relative information between different trains and signal machines, thereby improving the identification accuracy and comprehensiveness of the approaching cross-pressure information of each train.
[0078] Optionally, based on the approaching cross-pressure information of each train and the vehicle operation scene corresponding to each train, an initial approaching cross-pressure identification result corresponding to the signal machine is generated by a signal machine approaching cross-pressure identification strategy, including: based on the position relative information between each train and each signal machine, the approaching identification result corresponding to each signal machine and the cross-pressure identification result corresponding to each signal machine are identified by the signal machine approaching cross-pressure identification strategy corresponding to the vehicle operation scene; and based on the approaching identification result corresponding to each signal machine, the cross-pressure identification result corresponding to each signal machine, and the position relative information between each train and each signal machine, the initial approaching cross-pressure identification result corresponding to the signal machine is determined.
[0079] In this embodiment, the terminal identifies the approaching identification result corresponding to each signal machine and the cross-pressure identification result corresponding to each signal machine based on the position relative information between each train and each signal machine by the signal machine approaching cross-pressure identification strategy corresponding to each train. Wherein, when the vehicle operation scene is a two-train station in-station same-track departure scene, the approaching identification result includes but is not limited to the approaching of the marshalling train and the approaching of the non-marshalling train, and the cross-pressure identification result includes but is not limited to the cross-pressure of the marshalling train and the cross-pressure of the non-marshalling train. When the vehicle operation scene is a station arrival scene, the approaching identification result includes but is not limited to the approaching of the marshalling train, the approaching of the non-marshalling train, the approaching of the communication train, and the approaching of the non-communication train, and the cross-pressure identification result includes but is not limited to the cross-pressure of the marshalling train, the cross-pressure of the non-marshalling train, the cross-pressure of the communication train, and the cross-pressure of the non-communication train. Wherein, the communication train is a vehicle that needs to be uncoupled and parked after reaching the final station.
[0080] Then, the terminal determines the initial approaching cross-pressure identification result corresponding to the signal machine based on the approaching identification result corresponding to each signal machine, the cross-pressure identification result corresponding to each signal machine, and the position relative information between each train and each signal machine. The specific identification process will be described in detail later.
[0081] Based on the above scheme, the approaching identification result corresponding to each signal machine and the cross-pressure identification result corresponding to each signal machine are identified by the relative position information between different trains and signal machines, combined with different vehicle operation scenes, and finally the initial approaching cross-pressure identification result corresponding to the signal machine is determined, thereby improving the identification accuracy of the approaching cross-pressure identification result of each signal machine.
[0082] Optionally, based on the proximity identification result corresponding to each signal machine, the cross-pressure identification result corresponding to each signal machine, and the position relative information between each train and each signal machine, the initial proximity cross-pressure identification result corresponding to the signal machine is determined, including: obtaining the virtual marshalling sequence of the train formation corresponding to each train, and identifying the virtual marshalling sequence of the target train corresponding to each signal machine based on the position relative information between each train and each signal machine; identifying the initial proximity cross-pressure identification result corresponding to each signal machine based on the proximity identification result corresponding to each signal machine and the cross-pressure identification result corresponding to each signal machine; and identifying the proximity cross-pressure identification result corresponding to the signal machine through the signal machine cross-pressure identification strategy based on the virtual marshalling sequence of the target train corresponding to each signal machine and the initial proximity cross-pressure identification result corresponding to each signal machine.
[0083] In this embodiment, the terminal obtains the virtual marshalling sequence of the train formation corresponding to each train, and identifies the virtual marshalling sequence of the target train corresponding to each signal machine based on the position relative information between each train and each signal machine.
[0084] Then, the terminal identifies the initial proximity cross-pressure identification result corresponding to each signal machine based on the proximity identification result corresponding to each signal machine and the cross-pressure identification result corresponding to each signal machine. Finally, the terminal identifies the proximity cross-pressure identification result corresponding to the signal machine through the signal machine cross-pressure identification strategy based on the virtual marshalling sequence of the target train corresponding to each signal machine and the initial proximity cross-pressure identification result corresponding to each signal machine.
[0085] Specifically, for example, as shown in Figure 2 two trains in the same track departure scene in the station, train 1 as the first train in the marshalling plan, when train 1 is upgraded to a virtual marshalling mode train, the terminal determines that the X5 signal machine is approached by the marshalling train, and when train 2 is upgraded to a virtual marshalling mode train, the terminal determines that the X5L signal machine is approached by the marshalling train, at this time, X5 and X5L have no marshalling train cross-pressure; when the head of the marshalling train 1 crosses the X5 signal machine, the terminal determines that the X5 signal machine is approached by the marshalling train and has no marshalling train cross-pressure, and the terminal determines that the X5L signal machine is approached by the marshalling train and has no marshalling train cross-pressure; when the head of the marshalling train 2 crosses the X5L signal machine, the terminal determines that the X5 signal machine is approached by the marshalling train and has no marshalling train cross-pressure, and the terminal determines that the X5L signal machine is approached by the marshalling train and has no marshalling train cross-pressure; when the marshalling train 1 enters the section and the head of the marshalling train 2 crosses the X5 signal machine, the terminal determines that the X5 signal machine is approached by the marshalling train and has no marshalling train cross-pressure; after the terminal receives the X5L signal machine cross-pressure and the route section has no occupation, the terminal controls the computer interlocking system to unlock the route X5L-S5L.
[0086] As shown in Figure 3As shown, it is a station receiving scene, when the marshalling trains 1 and 2 are located in the section, the terminal control computer interlocking system opens the signal of the road S-X5 and S5L-X5L, when the head of the marshalling train 1 does not cross the S signal, at this time, the terminal determines that the signal S is close to the marshalling train, and there is no marshalling train across the pressure, the terminal determines that the S5L signal is close to no marshalling train, no marshalling train across the pressure, communication train close, and no communication train across the pressure; when the head of the marshalling train 1 crosses the S signal, at this time, the terminal determines that the signal S is close to the marshalling train, and there is no marshalling train across the pressure, the terminal determines that the S5L signal is close to no marshalling train, no marshalling train across the pressure, communication train close, and no communication train across the pressure; when the marshalling train 1 enters the track and is disassembled, and the head of the marshalling train 2 crosses the S signal and does not cross the disassembly point, at this time, the terminal determines that the S signal is close to no marshalling train, and there is marshalling train across the pressure, at this time, the computer interlocking is unlocked according to the marshalling train across the pressure information of the S signal and other check conditions S-X5 route, and the S5L signal is calculated to be close to no marshalling train, no marshalling train across the pressure, communication train close, and no communication train across the pressure; after the head of the train 1 crosses the S5L signal, the terminal determines that the S5L signal is calculated to be close to no marshalling train, no marshalling train across the pressure, no communication train close, and communication train across the pressure, when the train 1 enters the route S5L-X5L, the terminal control computer interlocking system unlocks the route according to the communication train across the pressure of the S5L signal and other check conditions and lights up the S5L; when the marshalling train 2 crosses the disassembly point and the train 1 is located in the track, at this time, the terminal determines that the S5L is calculated to be close to the communication train.
[0087] Based on the above scheme, by combining the approach and pressure information of the train, the vehicle running scene is divided, the approach and pressure identification result corresponding to the signal is recognized, and the identification accuracy of the initial approach and pressure identification result corresponding to the multi-train approach and pressure signal is improved.
[0088] Optionally, based on the initial approach and pressure identification result corresponding to the signal, a signal control scheme of the signal is generated, including: based on the approach and pressure identification result, the signal control strategy is used to identify the signal control strategy of each signal; based on the signal control strategy of each signal, the signal control instruction of each signal is identified, and all signal control instructions of the signal are taken as the signal control scheme of the signal.
[0089] In this embodiment, the terminal identifies the signal control strategy of each signal based on the approach and pressure identification result and the signal control strategy. The signal control strategy is a strategy preset in the terminal, and the strategy includes a signal control instruction set corresponding to the approach and pressure identification result of different signals. Then, the terminal identifies the signal control instruction of each signal based on the signal control strategy of each signal, and takes all signal control instructions of the signal as the signal control scheme of the signal.
[0090] In an embodiment in actual application:
[0091] 1. In the scenario of two trains departing from the same track in the station, the signal machine controls the approach and cross pressure of the virtual marshalling train.
[0092] CTC issues train 1 and train 2 marshalling plans, and train 1 and train 2 send registration, location and train permission application to the heavy load RBC. The computer interlocking system opens the route X5L-S5L and X5-S according to the marshalling plan. The heavy load RBC marshals train 1 and train 2 and sends train permission information. At this time, the heavy load RBC calculates X5L and X5 as the approach of the marshalling train. When the first train 1 crosses X5 and the last train 2 does not cross X5L, the heavy load RBC calculates X5L and X5 as the approach of the marshalling train. When the last train 2 crosses X5L, the heavy load RBC calculates X5L as the cross pressure of the marshalling train. The computer interlocking system maintains the X5-S route locked and the X5 signal machine open. When train 2 clears X5L-S5L, the computer interlocking system unlocks the route X5L-S5L. When train 2 crosses X5, the heavy load RBC calculates X5 as the cross pressure of the marshalling train. When train 2 clears the route, the computer interlocking system completes the X5-S route unlocking and closes the X5 signal machine.
[0093] 2. In the scenario of receiving trains, the signal machine controls the approach and cross pressure of the virtual marshalling train.
[0094] CTC issues train 1 and train 2 unmarshalling plans. When train 1 and train 2 are located in the section, the computer interlocking system handles the receiving route S-X5 and S5L-X5L. At this time, the heavy load RBC calculates the S signal machine as the approach of the marshalling train and the S5L as the approach of the communication train. When train 1 crosses the unmarshalling point, the computer interlocking system keeps the S-X5 route locked and the S signal machine open. When train 1 crosses the S5L signal machine, the heavy load RBC calculates the S5L signal machine as the cross pressure of the communication train. The computer interlocking system unlocks the S5L-X5L route according to the clearing state. When train 2 crosses the S signal machine, the heavy load RBC calculates the S signal machine as the cross pressure of the marshalling train. The computer interlocking system unlocks the route S-X5L and closes the S signal machine according to the clearing state.
[0095] Based on the above scheme, the control signal machine controls the approach and cross pressure of the virtual marshalling train, and controls the approach and cross pressure of the virtual marshalling train. The signal machine is bright and dark to meet the virtual marshalling train route running. Under the premise of safety, the efficiency of train receiving and departing is improved. Thus, the signal control efficiency of multiple trains is comprehensively improved.
[0096] The present application also provides a signal machine approach and cross pressure control example for marshalling trains, as shown in Figure 4 The specific processing process includes the following steps:
[0097] Step S401, obtaining train operation information of each train in the train marshalling.
[0098] Step S402, splitting the train operation information of each train into the train direction information of each train and the current vehicle position of each train.
[0099] Step S403, obtaining the location section of the station, and identifying the vehicle operation scene corresponding to each train based on the train direction information of each train, the current vehicle position of each train, and the location section of the station.
[0100] Step S404, taking the current vehicle position of each train as the current train operation data of each train.
[0101] Step S405, obtaining the location information of each signal corresponding to the vehicle operation scene.
[0102] Step S406, based on the location information of each signal and the current vehicle position of each train, identifying the position relative information between each train and each signal through the train marshalling approach crossing strategy corresponding to the vehicle operation scene.
[0103] Step S407, taking the position relative information between each train and each signal as the approach crossing pressure information of each train.
[0104] Step S408, based on the position relative information between each train and each signal, identifying the approach identification result corresponding to each signal and the crossing identification result corresponding to each signal through the signal approach crossing identification strategy corresponding to the vehicle operation scene.
[0105] Step S409, obtaining the virtual marshalling sequence of the train marshalling corresponding to each train, and identifying the virtual marshalling sequence of the target train corresponding to each signal based on the position relative information between each train and each signal.
[0106] Step S410, based on the approach identification result corresponding to each signal and the crossing identification result corresponding to each signal, identifying the initial approach crossing identification result corresponding to each signal.
[0107] Step S411, based on the virtual marshalling sequence of the target train corresponding to each signal and the initial approach crossing identification result corresponding to each signal, identifying the approach crossing identification result corresponding to the signal through the signal crossing identification strategy.
[0108] Step S412, based on the approach crossing identification result, identifying the signal control strategy of each signal through the signal control strategy.
[0109] Step S413, based on the signal control strategy of each signal machine, identifying the signal control instruction of each signal machine, and taking the signal control instruction of all signal machines as the signal machine control scheme of the signal machine.
[0110] It should be understood that, although the steps in the flowcharts involved in the embodiments described above are shown in sequence according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other orders. Moreover, at least part of the steps in the flowcharts involved in the embodiments described above can include multiple steps or stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily sequential, but can be alternately executed with at least part of other steps or stages.
[0111] Based on the same inventive concept, the embodiments of the present application also provide a signal machine approach crossing pressure control device for marshalling trains for implementing the above-mentioned signal machine approach crossing pressure control method for marshalling trains. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more signal machine approach crossing pressure control device embodiments for marshalling trains provided below can refer to the limitations of the signal machine approach crossing pressure control method for marshalling trains described above, and will not be repeated here.
[0112] In one exemplary embodiment, as shown in Figure 5 A signal machine approach crossing pressure control device for marshalling trains is provided, comprising: an acquisition module 510, an identification module 520, and a generation module 530, wherein:
[0113] The acquisition module 510 is configured to acquire train operation information of each train in train marshalling, and identify a vehicle operation scenario corresponding to each train and current train operation data of each train based on the train operation information of each train.
[0114] The identification module 520 is configured to identify approach crossing pressure information of each train by a train marshalling approach crossing pressure strategy corresponding to the vehicle operation scenario of each train based on the current train operation data of each train, and generate an initial approach crossing pressure identification result corresponding to a signal machine by a signal machine approach crossing pressure identification strategy based on the approach crossing pressure information of each train and the vehicle operation scenario corresponding to each train.
[0115] The generation module 530 is configured to generate a signal machine control scheme of the signal machine based on the initial approach crossing pressure identification result corresponding to the signal machine.
[0116] Optionally, the acquisition module 510 is specifically configured to:
[0117] split the train operation information of each train into train direction information of each train and current vehicle position of each train;
[0118] acquire a location section of a station, and identify a vehicle operation scenario corresponding to each train based on the train direction information of each train, the current vehicle position of each train, and the location section of the station;
[0119] take the current vehicle position of each train as current train operation data of each train.
[0120] Optionally, the identification module 520 is specifically configured to:
[0121] acquire position information of each signal corresponding to the vehicle operation scenario;
[0122] identify position relative information between each train and each signal based on the position information of each signal and the current vehicle position of each train through a train marshalling approach-crossing strategy corresponding to the vehicle operation scenario;
[0123] take the position relative information between each train and each signal as approach-crossing information of each train.
[0124] Optionally, the identification module 520 is specifically configured to:
[0125] identify an approach identification result corresponding to each signal and a crossing identification result corresponding to each signal based on the position relative information between each train and each signal through a signal approach-crossing identification strategy corresponding to the vehicle operation scenario;
[0126] determine an initial approach-crossing identification result corresponding to a signal based on the approach identification result corresponding to each signal, the crossing identification result corresponding to each signal, and the position relative information between each train and each signal.
[0127] Optionally, the identification module 520 is specifically configured to:
[0128] acquire a virtual marshalling order of a train marshalling corresponding to each train, and identify a virtual marshalling sequence of a target train corresponding to each signal based on the position relative information between each train and each signal;
[0129] identify an initial approach-crossing identification result corresponding to each signal based on the approach identification result corresponding to each signal and the crossing identification result corresponding to each signal;
[0130] Based on the virtual marshalling sequence of the target train corresponding to each signal machine and the initial approaching cross-pressure identification result corresponding to each signal machine, the approaching cross-pressure identification result corresponding to the signal machine is identified through a signal machine cross-pressure identification strategy.
[0131] Optionally, the generating module 530 is specifically configured to:
[0132] Based on the approaching cross-pressure identification result, the signal control strategy of each signal machine is identified through a signal machine control strategy;
[0133] Based on the signal control strategy of each signal machine, the signal control instruction of each signal machine is identified, and the signal control instructions of all signal machines are taken as the signal machine control scheme of the signal machine.
[0134] The above-mentioned various modules in the signal machine approaching cross-pressure control device for marshalling trains can be realized by software, hardware and combinations thereof, wholly or partially. The above-mentioned various modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to the above-mentioned various modules.
[0135] In an exemplary embodiment, a computer device is provided, which can be a terminal, and the internal structure diagram thereof can be as shown in Figure 6 The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to perform wired or wireless communication with external terminals, and the wireless communication can be realized through WIFI, mobile cellular network, NFC (near field communication) or other technologies. The computer program is executed by the processor to implement a signal machine approaching cross-pressure control method for marshalling trains. The display unit of the computer device is configured to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the computer device can be a touch layer overlaid on the display screen, or can be a key, a trackball or a touchpad arranged on the shell of the computer device, or can be an external keyboard, a touchpad or a mouse, etc.
[0136] Those skilled in the art can understand that, Figure 6 The structure shown in the figure is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.
[0137] In one exemplary embodiment, a computer device is provided, including a memory and a processor, the memory stores a computer program, and the processor implements the steps of the signal approach cross pressure control method for marshalling trains when executing the computer program.
[0138] In one embodiment, a computer readable storage medium is provided, which stores a computer program, and the computer program implements the steps of the signal approach cross pressure control method for marshalling trains when executed by a processor.
[0139] In one embodiment, a computer program product is provided, which includes a computer program, and the computer program implements the steps of the signal approach cross pressure control method for marshalling trains when executed by a processor.
[0140] The information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant regulations.
[0141] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., without being limited thereto.
[0142] Any combination of the technical features of the above embodiments can be made. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combination of the technical features does not exist, it should be considered as the scope of the present application.
[0143] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of protection of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.
Claims
1. A method for controlling the approach transverse pressure of a signal for train marshalling, characterized in that, The method includes: The train operation information of each train in the train formation is obtained, and based on the train operation information of each train, the vehicle operation scenario corresponding to each train and the current train operation data of each train are identified. Based on the current train operation data of each train, the approach cross-pressure information of each train is identified through the train formation approach cross-pressure strategy corresponding to the vehicle operation scenario. Based on the approach cross-pressure information of each train and the vehicle operation scenario corresponding to each train, the initial approach cross-pressure identification result of the signal is generated through the signal approach cross-pressure identification strategy. Based on the initial approach cross-pressure identification result of the signal, a signal control scheme for the signal is generated.
2. The method according to claim 1, characterized in that, The step of identifying the vehicle operation scenario corresponding to each train and the current train operation data of each train based on the train operation information of each train includes: The train operation information for each train is broken down into the train orientation information for each train and the current vehicle position for each train. The location range of the station is obtained, and based on the train orientation information of each train, the current vehicle position of each train, and the location range of the station, the vehicle operation scenario corresponding to each train is identified. The current vehicle position of each train is used as the current train operation data for each train.
3. The method according to claim 2, characterized in that, The method of identifying the approach pressure information of each train based on the current train operation data of each train and through the train formation approach pressure strategy corresponding to the vehicle operation scenario includes: Obtain the location information of each signal corresponding to the vehicle operation scenario; Based on the position information of each signal and the current vehicle position of each train, the relative position information between each train and each signal is identified through the train formation approach cross-pressure strategy corresponding to the vehicle operation scenario. The relative position information between each train and each of the aforementioned signals is used as the proximity cross-pressure information of each train.
4. The method according to claim 3, characterized in that, Based on the approach cross-pressure information of each train and the corresponding vehicle operation scenario, the signal approach cross-pressure identification strategy generates an initial approach cross-pressure identification result for the signal, including: Based on the relative position information between each train and each of the aforementioned signals, the proximity recognition result and the cross-pressure recognition result of each signal are identified through the signal proximity and cross-pressure recognition strategy corresponding to the vehicle operation scenario. Based on the approach recognition result for each signal, the cross-pressure recognition result for each signal, and the relative position information between each train and each signal, the initial approach cross-pressure recognition result for each signal is determined.
5. The method according to claim 1, characterized in that, The determination of the initial approach and cross-voltage identification result for each signal based on the approach identification result for each signal, the cross-voltage identification result for each signal, and the relative position information between each train and each signal includes: Obtain the virtual train formation order corresponding to each train, and identify the virtual train formation sequence corresponding to each signal based on the relative position information between each train and each signal. Based on the proximity recognition result and the cross-voltage recognition result for each signal, the initial proximity cross-voltage recognition result for each signal is identified; Based on the virtual train formation sequence of the target train corresponding to each signal and the initial approach cross-pressure identification result corresponding to each signal, the approach cross-pressure identification result corresponding to the signal is identified through the signal cross-pressure identification strategy.
6. The method according to claim 1, characterized in that, The step of generating a signal control scheme for the signal based on the initial approach cross-voltage identification result corresponding to the signal includes: Based on the proximity trans-pressure identification results, the signal control strategy for each signal is identified through the signal control strategy. Based on the signal control strategy of each signal, the signal control commands of each signal are identified, and the signal control commands of all signal are used as the signal control scheme of the signal.
7. A signal approach transverse pressure control device for train marshalling, characterized in that, The device includes: The acquisition module is used to acquire the train operation information of each train in the train formation, and based on the train operation information of each train, identify the vehicle operation scenario corresponding to each train and the current train operation data of each train. The identification module is used to identify the approach cross-pressure information of each train based on the current train operation data of each train and the train formation approach cross-pressure strategy corresponding to the vehicle operation scenario, and to generate the initial approach cross-pressure identification result of the signal based on the approach cross-pressure information of each train and the vehicle operation scenario corresponding to each train and the signal approach cross-pressure identification strategy. The generation module is used to generate a signal control scheme for the signal based on the initial approach cross-pressure identification result corresponding to the signal.
8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.
9. 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 6.
10. A computer program product, comprising a computer program, 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 6.