Goose method, device, electronic equipment and storage medium

Abstract

The application provides a point connection type train control method and device, electronic equipment and storage medium, a direct communication connection between a vehicle-mounted controller and a computer interlocking system is established; based on the direct communication connection, the vehicle-mounted controller sends communication data containing front signal information to the computer interlocking system; response data returned by the computer interlocking system is received, the response data includes a virtual transponder message corresponding to the front signal information and a trackside equipment state; a train movement authority is calculated based on the virtual transponder message and the trackside equipment state, train operation control instructions are generated according to the calculated movement authority, and the direct communication connection between the vehicle-mounted controller and the interlocking system can still guarantee the safe operation of the train when the control center fails; the virtual transponder replaces the physical equipment, the number of hardware deployments is reduced, and the construction and maintenance costs are significantly reduced; in combination with a dynamic movement authority adjustment mechanism, more accurate safety protection is realized, and the train operation safety is improved.

Description

Technical Field

[0001] This invention relates to the field of train control technology, and in particular to a point-to-point train control method, device, electronic equipment, and storage medium. Background Technology

[0002] With the rapid development of urban rail transit, Communication Based Train Control System (CBTC) has become the mainstream technology for modern subway signaling systems. In traditional CBTC systems, train operation control primarily employs a "car-to-ground-car" communication architecture, using trackside equipment to achieve information exchange between the train and the ground control center. A traditional CBTC system includes: Automatic Train Supervision (ATS), responsible for formulating and adjusting train operation plans; Zone Controller (ZC), responsible for calculating and allocating train movement authorizations; Computer Interlocking (CI), responsible for the status control and interlocking logic processing of trackside signaling equipment; Vehicle On-Board Controller (VOBC), installed on the train, responsible for train operation control and protection; and Lineside Electronic Unit (LEU), used to transmit signal information to active transponders. Train control mainly relies on communication between the Zone Controller (ZC) and the Vehicle On-Board Controller (VOBC). When the Zone Controller (ZC) is functioning normally, the Vehicle Interlocking Bus (VOBC) obtains Movement Authority (MA) information from the ZC. Meanwhile, communication between the VOBC and the Computer Interlocking System (CI) is primarily used for auxiliary functions such as transmitting Platform Screen Door (PSD) control commands and status information. However, the system requires the deployment of numerous active transponders and trackside electronic units (LEUs), resulting in high hardware costs, long construction periods, and the inability of trains to obtain accurate movement authority when the Zone Controller malfunctions, impacting system reliability. The system also exhibits a high dependence on trackside equipment, leading to significant maintenance costs. Summary of the Invention

[0003] This invention provides a point-to-point train control method, device, electronic equipment, and storage medium to solve the shortcomings of traditional point-to-point train control, such as high control cost and high dependence on trackside equipment.

[0004] This invention provides a point-to-point train control method, comprising: Establish a direct communication connection between the vehicle controller and the computer interlocking system; Based on the direct communication connection, the vehicle controller sends communication data containing information about the forward signal to the computer interlocking system; Receive response data returned by the computer interlocking system, the response data including virtual transponder messages corresponding to the forward signal information and trackside equipment status; Train movement authorization is calculated based on the virtual transponder messages and trackside equipment status, and train operation control instructions are generated based on the calculated movement authorization.

[0005] According to the point-to-point train control method provided by the present invention, establishing a direct communication connection between the on-board controller and the computer interlocking system includes: A dual-network redundant transmission network is constructed by establishing different physical transmission channels between the vehicle controller and the computer interlocking system, and a direct communication connection between the vehicle controller and the computer interlocking system is established based on the dual-network redundant transmission network.

[0006] According to the point-to-point train control method provided by the present invention, before establishing the direct communication connection between the on-board controller and the computer interlocking system, the method further includes: When control conditions are met, the vehicle controller actively sends a communication connection establishment request to the computer interlocking system. These control conditions include: The distance between the train's minimum safe leading edge and the first signal in the same direction ahead is less than a preset threshold; Alternatively, the train reads the transponder in the platform area.

[0007] According to the point-to-point train control method provided by the present invention, the step of calculating train movement authorization based on the virtual transponder message and the trackside equipment status includes: The first moving destination is determined by parsing the signal status in the virtual transponder message; the final moving destination is obtained by adjusting the first moving destination according to the platform door and emergency stop button status in the trackside equipment status. A movement authorization curve containing speed limits is generated based on the final destination and pre-stored electronic map data.

[0008] According to the point-to-point train control method provided by the present invention, determining the initial movement authorization endpoint position based on the signal display status includes: When the traffic light shows green, the authorized movement endpoint is set to the safe distance of the first preset distance before the next traffic light; When the traffic signal displays a yellow light, the authorized movement endpoint is set to the enhanced protection distance of the second preset distance in front of the current traffic signal; When the traffic signal displays a red light, the authorized movement endpoint is set to the absolute braking distance of the third preset distance in front of the current traffic signal; Among them, the first preset distance is greater than the second preset distance, which is greater than the third preset distance.

[0009] According to the point-to-point train control method provided by the present invention, the step of generating train operation control commands based on the calculated movement authorization includes: Compare the speed limit curve in the movement authorization with the train's current actual speed; When the actual speed of the train approaches the braking trigger point of the speed limit curve, a graded braking command is generated, specifically including: When the speed exceeds the recommended operating speed, a command to reduce traction force is output. When the speed exceeds the permissible speed limit, a common braking command is output; When the speed exceeds the emergency braking limit, an emergency braking command is output.

[0010] The point-to-point train control method provided by the present invention further includes: An enhanced data frame structure is defined in the communication protocol between the vehicle controller and the computer interlocking system. The enhanced data frame includes: The vehicle controller sends a request frame to the computer interlocking system, and the request frame adds a field identifying the first signal in the same direction ahead of the minimum safety front end; The computer interlocking system returns a response frame to the vehicle controller, the response frame including the main transponder message information corresponding to the signal identifier, the platform door real-time status information, and the emergency stop button trigger status information; After receiving the response frame, the vehicle controller calculates the initial movement authorization based on the master transponder message information, and dynamically adjusts the initial movement authorization according to the platform door status and the emergency stop button status.

[0011] The present invention also provides a point-to-point train control device, comprising: Establish a module to create a direct communication connection between the vehicle controller and the computer interlocking system; A transmitting module is used to send communication data containing information about the forward signal to the computer interlocking system based on the direct communication connection; The receiving module is used to receive response data returned by the computer interlocking system, the response data including virtual transponder messages corresponding to the forward signal information and trackside equipment status; The generation module is used to calculate the train movement authorization based on the virtual transponder message and the trackside equipment status, and generate train operation control instructions based on the calculated movement authorization.

[0012] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the point-to-point train control method as described in any of the preceding claims.

[0013] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the point-to-point train control method described in any of the preceding claims.

[0014] The point-to-point train control method, device, electronic equipment, and storage medium provided by this invention establish a direct communication connection between the onboard controller and the computer interlocking system. Based on this direct communication connection, the onboard controller sends communication data containing information about the forward signal to the computer interlocking system; it receives response data returned by the computer interlocking system, the response data including a virtual transponder message corresponding to the forward signal information and the status of trackside equipment; it calculates train movement authorization based on the virtual transponder message and the status of trackside equipment, and generates train operation control commands according to the calculated movement authorization. Through the direct communication connection between the onboard controller and the interlocking system, safe train operation can still be guaranteed even in the event of a control center failure; by replacing physical equipment with virtual transponders, the number of hardware deployments is reduced, significantly lowering construction and maintenance costs; the computer interlocking system adds monitoring functions, combined with a dynamic movement authorization adjustment mechanism, to achieve more precise safety protection and greatly improve train operation safety. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is a schematic flowchart of the point-to-point train control method provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the VOBC and CI connection structure provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the dual-network connection structure provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the functional structure of the point-connected train control device provided in an embodiment of the present invention; Figure 5 This is a functional structure diagram of the electronic device provided in an embodiment of the present invention. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0018] Figure 1 The flowchart of the point-to-point train control method provided in the embodiments of the present invention is as follows: Figure 1 As shown, the point-to-point train control method provided in this embodiment of the invention includes: Step 101: Establish a direct communication connection between the vehicle controller and the computer interlocking system; Step 102: Based on the direct communication connection, the vehicle controller sends communication data containing information about the forward signal to the computer interlocking system; Step 103: Receive response data returned by the computer interlocking system, the response data including virtual transponder messages corresponding to the forward signal information and trackside equipment status; Step 104: Calculate the train movement authorization based on the virtual transponder message and the trackside equipment status, and generate train operation control instructions based on the calculated movement authorization.

[0019] Traditional train control systems require the deployment of a large number of active transponders and trackside electronic units, resulting in high hardware costs and long construction cycles. When the area controller fails, the train cannot obtain accurate movement authorization, affecting system reliability. The system is highly dependent on trackside equipment, resulting in high maintenance costs.

[0020] The point-to-point train control method provided in this invention establishes a direct communication connection between the onboard controller and the computer interlocking system. Based on this direct communication connection, the onboard controller sends communication data containing information about the forward signal to the computer interlocking system. It receives response data returned by the computer interlocking system, including a virtual transponder message corresponding to the forward signal information and trackside equipment status. Based on the virtual transponder message and trackside equipment status, it calculates the train movement authorization and generates train operation control commands according to the calculated movement authorization. Through the direct communication connection between the onboard controller and the interlocking system, safe train operation can still be guaranteed even in the event of a control center failure. By replacing physical equipment with virtual transponders, the number of hardware deployments is reduced, significantly lowering construction and maintenance costs. The computer interlocking system adds monitoring functions, combined with a dynamic movement authorization adjustment mechanism, to achieve more precise safety protection and greatly improve train operation safety.

[0021] Based on any of the above embodiments, establishing a direct communication connection between the vehicle controller and the computer interlocking system includes: A dual-network redundant transmission network is constructed by establishing different physical transmission channels between the vehicle controller and the computer interlocking system, and a direct communication connection between the vehicle controller and the computer interlocking system is established based on the dual-network redundant transmission network.

[0022] In this embodiment of the invention, the specific physical channel connection between VOBC and CI is as follows: VOBC is connected to the vehicle-mounted wireless communication equipment (distinguishing between A and B dual networks) through redundant network hardware. The dual-network vehicle-mounted wireless communication equipment is connected to the ground wireless communication equipment through its respective wireless channel. The ground wireless communication equipment is connected to the ground signal network switch. CI is connected to the ground signal network switch (distinguishing between A and B dual networks) through redundant network hardware. A schematic diagram of the connection relationship is shown below. Figure 2 As shown.

[0023] VOBC and CI employ dual-redundant communication channels (defining the two networks as network A and network B respectively) to improve system reliability; the failure of either network will not affect normal system operation. The two systems are connected via network A to network A and network B to network B, as shown in the connection diagram. Figure 3 As shown. The information sent by VOBC to CI includes: control information, heartbeat frames, vendor-defined frames, and deregistration request frames. The information sent by CI to VOBC includes: status information, heartbeat frames, vendor-defined response frames, and deregistration response frames.

[0024] In this embodiment of the invention, before establishing the direct communication connection between the vehicle controller and the computer interlocking system, the method further includes: When control conditions are met, the vehicle controller actively sends a communication connection establishment request to the computer interlocking system. These control conditions include: The distance between the train's minimum safe leading edge and the first signal in the same direction ahead is less than a preset threshold; Alternatively, the train reads the transponder in the platform area.

[0025] Based on any of the above embodiments, the calculation of train movement authorization based on the virtual transponder message and the trackside equipment status includes: Step 201: Parse the signal status in the virtual transponder message to determine the first moving destination; Step 202: Adjust the first moving endpoint according to the status of the platform door and emergency stop button in the trackside equipment status to obtain the final moving endpoint; Step 203: Generate a movement authorization curve that includes speed limits based on the final movement endpoint and the pre-stored electronic map data.

[0026] In this embodiment of the invention, at the point-based and CTC operating levels of the existing CBTC system, VOBC-CI communication is mainly used to transmit platform screen door (PSD) opening and closing control commands, PSD status information, permitted protection zone unlocking, and train running direction information. The communication location is determined by the CI communication section in the onboard electronic map. This invention is consistent with the basic version of the existing CBTC system, that is, the sections in the onboard electronic map that need to be configured as CI communication track attributes are consistent with the principles of the existing CBTC. For point-based train control (ITC) levels without active transponders and LEUs, VOBC and CI interaction information is added to complete train control. When the RM mode train completes positioning and is located in the mainline area, if the distance between the minimum safe front end and the first identifiable signal in the same direction along the train running direction is less than the configured value, or if the controlled manual driving mode (RM) train reads the platform area transponder, then the Automatic Train Protection (ATP) actively sends a link establishment request to the corresponding CI. After establishing communication with the CI, it sends enhanced interlocking control request information, and the CI replies with the corresponding master transponder message information based on the signal display.

[0027] In this embodiment of the invention, determining the initial movement authorization endpoint position based on the signal display status includes: When the traffic light shows green, the authorized movement endpoint is set to the safe distance of the first preset distance before the next traffic light; When the traffic signal displays a yellow light, the authorized movement endpoint is set to the enhanced protection distance of the second preset distance in front of the current traffic signal; When the traffic signal displays a red light, the authorized movement endpoint is set to the absolute braking distance of the third preset distance in front of the current traffic signal; Among them, the first preset distance is greater than the second preset distance, which is greater than the third preset distance.

[0028] In this embodiment of the invention, the step of generating train operation control instructions based on the calculated movement authorization includes: Compare the speed limit curve in the movement authorization with the train's current actual speed; When the actual speed of the train approaches the braking trigger point of the speed limit curve, a graded braking command is generated, specifically including: When the speed exceeds the recommended operating speed, a command to reduce traction force is output. When the speed exceeds the permissible speed limit, a common braking command is output; When the speed exceeds the emergency braking limit, an emergency braking command is output.

[0029] Based on any of the above embodiments, the point-to-point train control method further includes: An enhanced data frame structure is defined in the communication protocol between the vehicle controller and the computer interlocking system. This enhanced data frame includes: a request frame sent by the vehicle controller to the computer interlocking system, which adds a field identifying the first signal in the same direction ahead of the minimum safety front end; and a response frame returned by the computer interlocking system to the vehicle controller, which includes the main transponder message information corresponding to the signal identifier, real-time platform door status information, and emergency stop button trigger status information. After receiving the response frame, the vehicle controller calculates the initial movement authorization based on the master transponder message information, and dynamically adjusts the initial movement authorization according to the platform door status and the emergency stop button status.

[0030] Train movement authorization (MA) is sent to VOBC via ZC. When ZC fails, the train cannot calculate an accurate MA. This invention adds information packets to the vendor-defined frames of the existing VOBC-CI interoperability protocol. In addition to the master transponder message information, the CI response packet also adds PSD and Emergency Stop Button (ESB) information for blocking area protection, determining whether the MA needs to be retracted and whether the train needs to cut traction or perform emergency braking.

[0031] This invention adds information packets to the vendor-defined frames of the existing VOBC-CI interoperability protocol. In addition to the master transponder message information, the CI response packet also includes PSD and ESB information for blocking area protection, determining whether the MA needs to retract and whether the train needs to cut traction or perform emergency braking. Adding these fields to the VOBC-CI protocol information packets effectively improves the ATP's train control capability in the event of a ZC (Zero-Criterion) fault, significantly reducing the probability of accidents.

[0032] The point-to-point train control method provided in this invention adds information packets to the vendor-defined frames of the existing VOBC-CI protocol. VOBC sends the first homing signal that can be found ahead of the VOBC minimum safety front end along the train's running direction to CI. CI adds master transponder message information to its reply information based on this signal. In addition to the master transponder message information, the CI reply packet also adds PSD and ESB information for blocking area protection, determining whether MA needs to retract and whether the train needs to cut traction or perform emergency braking. This effectively improves the ATP's train control capability in the event of a ZC failure and greatly reduces the probability of accidents. Furthermore, it eliminates the need to deploy physical active transponders during the design phase, and active transponder data is no longer entered into the onboard electronic map, effectively reducing deployment costs.

[0033] The point-to-point train control device provided by the present invention is described below. The point-to-point train control device described below can be referred to in correspondence with the point-to-point train control method described above.

[0034] Figure 4 The functional structure diagram of the point-to-point train control device provided in the embodiment of the present invention is as follows: Figure 4 As shown, the point-to-point train control device provided in this embodiment of the invention includes: Module 401 is established to establish a direct communication connection between the vehicle controller and the computer interlocking system; The transmitting module 402 is used to transmit communication data containing information about the forward signal to the computer interlocking system based on the direct communication connection; The receiving module 403 is used to receive response data returned by the computer interlocking system, the response data including a virtual transponder message corresponding to the forward signal information and the status of the trackside equipment; The generation module 404 is used to calculate the train movement authorization based on the virtual transponder message and the trackside equipment status, and generate train operation control instructions based on the calculated movement authorization.

[0035] The point-to-point train control device provided in this invention establishes a direct communication connection between the onboard controller and the computer interlocking system. Based on this direct communication connection, the onboard controller sends communication data containing information about the forward signal to the computer interlocking system; it receives response data returned by the computer interlocking system, the response data including a virtual transponder message corresponding to the forward signal information and the status of trackside equipment; it calculates train movement authorization based on the virtual transponder message and the status of trackside equipment, and generates train operation control commands according to the calculated movement authorization. Through the direct communication connection between the onboard controller and the interlocking system, it can still ensure the safe operation of the train in the event of a control center failure; by replacing physical equipment with virtual transponders, it reduces the number of hardware deployments and significantly reduces construction and maintenance costs; the computer interlocking system adds monitoring functions, combined with a dynamic movement authorization adjustment mechanism, to achieve more precise safety protection and greatly improve train operation safety.

[0036] Figure 5 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 5As shown, the electronic device may include a processor 510, a communications interface 520, a memory 530, and a communication bus 540. The processor 510, communications interface 520, and memory 530 communicate with each other via the communication bus 540. The memory 530 includes computer programs, an operating system, and acquired data. The processor 510 can call logical instructions in the memory 530 to execute a point-to-point train control method. This method includes: establishing a direct communication connection between the onboard controller and the computer interlocking system; based on the direct communication connection, the onboard controller sends communication data containing information about the forward signal to the computer interlocking system; receiving response data returned by the computer interlocking system, the response data including a virtual transponder message corresponding to the forward signal information and trackside equipment status; calculating train movement authorization based on the virtual transponder message and trackside equipment status; and generating train operation control instructions based on the calculated movement authorization.

[0037] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to related technologies, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0038] On the other hand, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the point-to-point train control method provided by the above methods. The method includes: establishing a direct communication connection between an onboard controller and a computer interlocking system; based on the direct communication connection, the onboard controller sending communication data containing information about a forward signal to the computer interlocking system; receiving response data returned by the computer interlocking system, the response data including a virtual transponder message corresponding to the forward signal information and trackside equipment status; calculating a train movement authorization based on the virtual transponder message and trackside equipment status; and generating a train operation control command based on the calculated movement authorization.

[0039] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0040] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of software products. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0041] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A point-to-point train control method, characterized in that, include: Establish a direct communication connection between the vehicle controller and the computer interlocking system; Based on the direct communication connection, the vehicle controller sends communication data containing information about the forward signal to the computer interlocking system; Receive response data returned by the computer interlocking system, the response data including virtual transponder messages corresponding to the forward signal information and trackside equipment status; Based on the virtual transponder messages and the status of trackside equipment, train movement authorization is calculated, and train operation control instructions are generated according to the calculated movement authorization. Before establishing a direct communication connection between the vehicle controller and the computer interlocking system, the following steps are also included: When control conditions are met, the vehicle controller actively sends a communication connection establishment request to the computer interlocking system. These control conditions include: The distance between the train's minimum safe leading edge and the first signal in the same direction ahead is less than a preset threshold; Alternatively, the train reads the transponder in the platform area; The calculation of train movement authorization based on the virtual transponder messages and trackside equipment status includes: The first moving destination is determined by parsing the signal status in the virtual transponder message; The final destination is obtained by adjusting the first moving destination based on the status of the platform door and emergency stop button in the trackside equipment status. A movement authorization curve containing speed limits is generated based on the final destination and pre-stored electronic map data.

2. The point-to-point train control method according to claim 1, characterized in that, Establishing a direct communication connection between the vehicle controller and the computer interlocking system includes: A dual-network redundant transmission network is constructed by establishing different physical transmission channels between the vehicle controller and the computer interlocking system, and a direct communication connection between the vehicle controller and the computer interlocking system is established based on the dual-network redundant transmission network.

3. The point-to-point train control method according to claim 1, characterized in that, Determining the initial movement authorization endpoint position based on the signal display status includes: When the traffic signal shows green, the authorized movement endpoint is set to the safe distance of the first preset distance before the next traffic signal; When the traffic signal displays a yellow light, the authorized movement endpoint is set to the enhanced protection distance of the second preset distance in front of the current traffic signal; When the traffic signal displays a red light, the authorized movement endpoint is set to the absolute braking distance of the third preset distance in front of the current traffic signal; Among them, the first preset distance is greater than the second preset distance, which is greater than the third preset distance.

4. The point-to-point train control method according to claim 1, characterized in that, The process of generating train operation control commands based on the calculated movement authorization includes: Compare the speed limit curve in the movement authorization with the train's current actual speed; When the actual speed of the train approaches the braking trigger point of the speed limit curve, a graded braking command is generated, specifically including: When the speed exceeds the recommended operating speed, a command to reduce traction force is output. When the speed exceeds the permissible speed limit, a common braking command is output; When the speed exceeds the emergency braking limit, an emergency braking command is output.

5. The point-to-point train control method according to claim 1, characterized in that, Also includes: An enhanced data frame structure is defined in the communication protocol between the vehicle controller and the computer interlocking system. The enhanced data frame includes: The vehicle controller sends a request frame to the computer interlocking system, and the request frame adds a field identifying the first signal in the same direction ahead of the minimum safety front end; The computer interlocking system returns a response frame to the vehicle controller, the response frame including the main transponder message information corresponding to the signal identifier, the platform door real-time status information, and the emergency stop button trigger status information; After receiving the response frame, the vehicle controller calculates the initial movement authorization based on the master transponder message information, and dynamically adjusts the initial movement authorization according to the platform door status and the emergency stop button status.

6. A point-to-point train control device, characterized in that, include: Establish a module to create a direct communication connection between the vehicle controller and the computer interlocking system; A transmitting module is used to send communication data containing information about the forward signal to the computer interlocking system based on the direct communication connection; The receiving module is used to receive response data returned by the computer interlocking system, the response data including virtual transponder messages corresponding to the forward signal information and trackside equipment status; The generation module is used to calculate the train movement authorization based on the virtual transponder message and the trackside equipment status, and generate train operation control instructions based on the calculated movement authorization; The establishment module is also used to, before establishing a direct communication connection between the on-board controller and the computer interlocking system, actively send a communication connection establishment request to the computer interlocking system when the control conditions are met. The control conditions include: the distance between the minimum safe front end of the train and the first signal in the same direction ahead is less than a preset threshold; or, the train reads the transponder in the platform area. The generation module is specifically used for: The first moving destination is determined by parsing the signal status in the virtual transponder message; The final destination is obtained by adjusting the first moving destination based on the status of the platform door and emergency stop button in the trackside equipment status. A movement authorization curve containing speed limits is generated based on the final destination and pre-stored electronic map data.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the point-to-point train control method as described in any one of claims 1 to 5.

8. A non-transitory readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the point-to-point train control method as described in any one of claims 1 to 5.

Images