Train control method and device, storage medium and electronic equipment

Abstract

The application discloses a train control method and device, a storage medium and an electronic device. The method comprises the following steps: acquiring track circuit states and axle counting section states of a target section; when the circuit state indicates that there is a fault section without safety risks in the target section, and the axle counting section state indicates that the target section is in an idle state, determining redundancy safety passing information of a target train according to position information of the target train, position information of the fault section and redundancy coverage requirements; and sending the redundancy safety passing information to the target train, so that the target train passes the fault section according to the redundancy safety passing information. When it is confirmed that there is a fault section without safety risks and the section is idle, redundancy safety passing information is determined according to position information of the target train, position information of the fault section and redundancy coverage requirements, which provides a clear safety operation basis for the train to pass the fault section, and the train passing efficiency is not greatly reduced by relying on manual intervention to formulate passing instructions.

Description

Technical Field

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

[0002] In existing technology, when the track circuit of the target section detects a faulty section, it first triggers an emergency stop command for the target train, bringing the train to a safe stop ahead of the faulty section. Subsequently, the dispatch center arranges on-site personnel to manually check for safety hazards within the faulty section, such as broken rails, foreign objects encroaching on the track, or other train debris. After manual confirmation that there is no safety risk in the faulty section, the dispatch center issues a low-speed passage command to the train via the railway's dedicated communication network, limiting the train to a speed not exceeding 20 km / h when passing through the faulty section. During the passage, the train's position and speed must be continuously tracked manually via video surveillance or onboard communication to avoid operational risks due to signal loss.

[0003] However, malfunctions in the track circuit equipment itself, such as damage to the transmitting module, circuit interference caused by broken rail insulation, and parameter fluctuations caused by external electromagnetic interference, do not all pose actual safety risks within the section. However, abnormal track circuit signals can still force trains to stop or run at low speeds, directly leading to a significant decrease in train traffic efficiency. Summary of the Invention

[0004] In view of the above problems, this application provides a train control method, device, storage medium and electronic device.

[0005] To solve the above-mentioned technical problems, this application proposes the following solution:

[0006] In a first aspect, this application provides a train control method, the method comprising: acquiring the track circuit status and axle counting section status of a target section; when the circuit status indicates that there is a faulty section without safety risk in the target section, and the axle counting section status indicates that the target section is in an idle state, determining redundant safe passage information of the target train based on the location information of the target train, the location information of the faulty section, and the redundancy coverage requirements; and sending the redundant safe passage information to the target train, so that the target train passes through the faulty section based on the redundant safe passage information.

[0007] Secondly, this application provides a train control device, which includes:

[0008] The acquisition module is used to acquire the track circuit status and axle counting section status of the target section;

[0009] The determination module is used to determine the redundant safe passage information of the target train based on the location information of the target train, the location information of the faulty section, and the redundancy coverage requirements when the circuit status indicates that there is a faulty section without safety risk in the target section and the axle counting section status indicates that the target section is in an idle state.

[0010] The sending module is used to send redundant safe passage information to the target train, enabling the target train to pass through the faulty section based on the redundant safe passage information.

[0011] To achieve the above objectives, according to a third aspect of this application, a storage medium is provided, the storage medium including a stored program, wherein, when the program is executed, the device where the storage medium is located is controlled to perform the train control method of the first aspect described above.

[0012] To achieve the above objectives, according to a fourth aspect of this application, an electronic device is provided, the device including at least one processor, and at least one memory and bus connected to the processor; wherein the processor and memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the train control method of the first aspect described above.

[0013] By employing the above-described technical solution, the technical solution provided in this application has at least the following advantages:

[0014] This application first acquires the track circuit status and axle counting section status of the target section, enabling it to identify whether there are non-safety-risk fault sections in the track circuit. Simultaneously, the axle counting section status confirms that the target section is idle, eliminating section occupancy or actual safety hazards, and preventing emergency train stops triggered solely by track circuit faults (non-safety-risk). Secondly, when a non-safety-risk fault section is confirmed and the section is idle, redundant safe passage information is determined based on the target train's location information, the fault section's location information, and redundancy coverage requirements. This provides a clear basis for safe operation when the train passes through the fault section, eliminating the need for manual intervention to formulate passage instructions. Finally, this redundant safe passage information is sent to the target train, allowing it to pass directly through the fault section with permission, rather than being forced to operate at low speed. This effectively avoids the significant decrease in train traffic efficiency caused by non-safety-risk track circuit faults.

[0015] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0016] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0017] Figure 1 A schematic flowchart of a train control method provided in an embodiment of this application is shown;

[0018] Figure 2 A schematic diagram of a train operation provided in an embodiment of this application is shown;

[0019] Figure 3 This paper shows a schematic diagram of the structure of a train control device provided in an embodiment of this application;

[0020] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown. Detailed Implementation

[0021] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0022] In the embodiments of this application, the terms "first," "second," etc., do not have a logical or temporal dependency, nor do they limit the quantity or execution order. It should also be understood that although the following description uses the terms "first," "second," etc., to describe various elements, these elements should not be limited by the terms. These terms are merely used to distinguish one element from another.

[0023] In this application, the term "at least one" means one or more, and the term "multiple" means two or more.

[0024] It should also be understood that the term “if” can be interpreted as “when” or “upon”, or “in response to determination” or “in response to detection”. Similarly, depending on the context, the phrase “if determination…” or “if detection [the stated condition or event]” can be interpreted as “when determination…” or “in response to determination…” or “when detection [the stated condition or event]” or “in response to detection [the stated condition or event]”.

[0025] This application provides a train control method. The train control method will be described in detail below with reference to the accompanying drawings. Figure 1 This is a flowchart illustrating a train control method provided in this application. It specifically includes the following steps:

[0026] Step 110: Obtain the track circuit status and axle counting section status of the target section.

[0027] The train control center equipment and the track circuit equipment within the target section establish a data interaction link via a CAN communication bus. The track circuit equipment sends status messages to the train control center equipment at fixed intervals. These messages include the section number corresponding to the track circuit, the real-time voltage and current values ​​of the rail electrical circuit, and the signal transmission attenuation coefficient. When the rail electrical circuit is operating normally, the voltage value remains within the 10V-15V DC range, the current value remains within the 0.5A-1A range, and the signal transmission attenuation coefficient is less than 0.1. At this time, the track circuit status indicates that the rail electrical circuit in the target section is normal, accurately reflecting section occupancy or vacancy information. When the voltage value in the message suddenly drops below 5V, the current value approaches 0A, or the signal transmission attenuation coefficient exceeds 0.5, the track circuit status indicates a disconnection fault in the rail electrical circuit, such as a broken rail or a circuit interruption caused by a fault in the track circuit's transmitting or receiving equipment. When voltage and current parameters fluctuate irregularly and the fluctuation range exceeds ±30% of the normal range, the track circuit status indicates that there is an interference fault in the rail electrical circuit, such as rail insulation damage or abnormal circuit parameters caused by external electromagnetic interference.

[0028] The deployment of axle counting equipment is designed based on the train tracking interval requirements of the target section. For example, in a target section with a station distance of 10km, one set of axle counting equipment can be deployed every 5km along the line. Each set of axle counting equipment includes two axle counting sensors (installed on the outer side of the rails on both sides of the line) and one local processing unit. The distance between the two sensors is set to 1.2m to match the train wheelbase and ensure the accuracy of wheel and axle counting. The axle counting sensors detect train wheel and axle through electromagnetic induction. When a train wheel and axle run over the sensor, the sensor generates a pulse signal and transmits it to the local processing unit. The local processing unit determines the train's direction of travel (entering or leaving the jurisdiction section) based on the sequence of the pulse signals from the two sensors, and simultaneously accumulates the number of wheel and axle (each pair of wheel and axle corresponds to two pulse signals, counted as 2 axles). The local processing unit sends data to the train control center equipment at a cycle of 50ms / time via a relay acquisition interface or an Ethernet digital interface. The data includes the total number of wheel and axle entering the section, the total number of wheel and axle leaving the section, and the corresponding section number. After receiving the data, the train control center equipment compares the data using a built-in axle count matching algorithm. When the difference between the total number of axles entering the section and the total number of axles leaving the section is 0, the axle counting section is determined to be idle, indicating that no train is occupying the section. When the total number of axles entering the section is greater than the total number of axles leaving the section, and the difference remains stable for three consecutive data collection cycles, the axle counting section is determined to be occupied, indicating that a train is stationary or moving within the section. It should be noted that the determination of the axle counting section status is based on the axle count matching relationship and is not affected by track circuit faults. Even if a track circuit fault causes an abnormality in the rail electrical circuit, the axle counting equipment can still independently determine the occupancy or idle status of the section.

[0029] Step 120: When the circuit status indicates that there is a faulty section without safety risk in the target section, and the axle counting section status indicates that the target section is idle, determine the redundant safe passage information of the target train based on the location information of the target train, the location information of the faulty section, and the redundancy coverage requirements.

[0030] After the train control center completes manual confirmation of the status of the faulty track circuit section (confirming no safety hazards such as rail breaks) and detects through the relay acquisition interface that the axle counting section where the faulty section is located is idle, it initiates the process of determining redundant safe passage information. First, the train control center continuously receives position reports from the target train via its wireless communication unit. These reports contain the train's current location data within the section. The train control center parses this data, extracting identification information related to the transponders in the section, such as the transponder's unique code or corresponding line mileage data. Then, the train control center retrieves pre-stored line transponder mileage data. This database records the installation locations of all transponders within the section, their corresponding line mileage markers, and transponder functional attributes. By precisely matching the parsed transponder identification information with the data in the database, the transponder that perfectly corresponds to the target train's current location is located. This transponder is then designated as the reference point for calculating redundant safe passage information, and the precise section line coordinates corresponding to this reference point are simultaneously extracted. For example, the specific values ​​for the X-axis coordinates are 12500m, the Y-axis coordinates are 3900m, and the Z-axis coordinates are 56m.

[0031] Next, the train control center processes the location information of the faulty section. This location information originates from the faulty section location information sent by the track circuit equipment via the CAN communication bus. This information includes alarm frame data of the faulty block section and associated location parameters. The train control center parses this data frame to extract the start and end boundary markers of the faulty section. These markers are specifically the starting mileage marker (e.g., K12+300) and ending mileage marker (e.g., K12+750) of the faulty block section. Simultaneously, the corresponding track coordinates for these two mileage markers are extracted: the starting boundary coordinates (12300m, 3900m, 56m) and the ending boundary coordinates (12750m, 3900m, 56m). Afterward, the train control center accesses the track foundation database, which stores the track topology of the section, the length standards of each block section, track type, and surrounding safety protection range parameters. Based on the extracted start and end boundary markers of the fault section, the train control center calculated the difference between the starting boundary mileage marker K12+300 and the ending boundary mileage marker K12+750, obtaining a length of 450m in the direction of the fault section along the track. At the same time, combined with the rule in the track basic data that the fault section must include the track and a 1.6m safety protection area on both sides, the range of the fault section was determined to be: 450m in length along the track, extending from 3898.4m to 3901.6m along the perpendicular track direction (Y-axis), and maintaining an elevation (Z-axis) range of 56m ± 0.5m.

[0032] Subsequently, the train control center compared and calculated the coordinates of the section of track corresponding to the benchmark point with the coordinates of the start and end boundaries of the fault section. Based on the track segmentation recorded in the basic track data, it was determined that the track from the benchmark point to the starting boundary of the fault section consisted of a straight section and a curved section. The first segment was a straight section, starting at the benchmark point (12500m, 3900m, 56m) and ending at mileage marker K12+450 (coordinates 12450m, 3900m, 56m). The track type was labeled as a straight line, and its length was recorded as 50m using linear characteristic parameters. The second segment is a curve segment, starting at K12+450 and ending at the starting boundary of the fault section at K12+300 (coordinates 12300m, 3900m, 56m). The line type is marked as a circular curve, and its linear characteristic parameters record a curve radius of 1500m and a central angle of 5.73° (corresponding to the arc length calculation formula L=π×r×θ / 180, where r=1500m, θ=5.73°). The train control center first directly obtains the straight segment distance of 50m, and then calculates the curve segment distance using the arc length formula as (3.1416×1500×5.73) / 180≈143.3m. Subsequently, the two distances are added together to obtain the total distance along the line from the reference point to the starting boundary of the fault section as 50m+143.3m=193.3m.

[0033] When determining the longitudinal orientation of the reference point relative to the starting boundary of the fault section, the train control center first extracts the X-axis coordinate difference between the reference point coordinates (12500m, 3900m, 56m) and the starting boundary coordinates of the fault section (12300m, 3900m, 56m), calculating 12500m - 12300m = 200m (a positive value). Then, it retrieves the preset track alignment reference from the track foundation data. This reference clearly defines the positive X-axis direction as corresponding to the upward running direction of the track. During normal train operation, the train prioritizes traveling along the positive X-axis direction. Combined with the positive coordinate difference, the longitudinal orientation of the reference point relative to the starting boundary of the fault section is determined to be ahead along the upward running direction.

[0034] When determining the lateral orientation of the reference point relative to the fault section, the train control center first retrieves the lateral coverage parameter from the track foundation data. This parameter shows that the current track center spacing (the Y-axis difference between the centerlines of adjacent tracks) is 4.8m, and the Y-axis coordinate of the lateral centerline of the track to which the fault section belongs is 3900m. Then, the difference between the Y-axis coordinate of the reference point (3904.8m) and the Y-axis coordinate of the lateral centerline of the fault section (3900m) is calculated, yielding a lateral offset of 4.8m. Next, the track association relationship is queried through the track topology database. The data shows that the track number of the reference point is 2, and the track number of the fault section is 1, with tracks 2 and 1 being adjacent. The Y-axis coordinate of track 2 is always 4.8m larger than that of track 1 (i.e., it is located to the right of track 1). Combining the lateral offset and the track association relationship, the lateral orientation of the reference point relative to the fault section is finally determined to be the right-side adjacent track of the track to which the fault section belongs.

[0035] Then, the train control center calculates the effective length for redundant safe passage based on the redundancy coverage requirements. First, it calculates the basic length covering the faulty section based on the faulty section's own range and the basic safety margin standard. Taking a scenario where a set of axle counters is set up between stations and a track circuit fault occurs at the departure station as an example, by analyzing the faulty section's location information, it is determined that the faulty section is a block section between the departure station and the axle counter section of the interval. The coordinates of the interval line corresponding to its start and end boundary markers are X1=12300m (start boundary) and X2=12750m (end boundary), respectively. The total length of the faulty section is calculated along the line direction to be 12750m-12300m=450m. The train control center equipment retrieves the basic safety margin standard from the track foundation data. This standard specifies that in the event of a track circuit failure, a 50m boundary safety buffer section must be set at both ends of the faulty section to avoid signal errors at the track circuit failure boundary and positional deviations caused by the wheel-rail clearance. Therefore, the basic length covering the faulty section is the sum of the total length of the faulty section and the lengths of the boundary safety buffer sections at both ends, i.e., 450m + 50m + 50m = 550m. Moreover, the range of this basic length must completely include the track corresponding to the faulty section and the 1.6m safety protection area on both sides to ensure that the train has basic safety redundancy before entering the faulty section.

[0036] The train control center receives real-time operating parameters from the target train via a wireless communication unit. These parameters include the train's current operating speed (44.44 m / s), actual vehicle load (520 t), and current braking system operating pressure (820 kPa). Simultaneously, it retrieves a dynamic adjustment coefficient of 1.06 from the track database, matching the train model and the current track gradient (maximum gradient 2‰). When calculating the braking response distance, based on the sum of the train control system's braking command transmission delay (0.3 s) and the driver's default reaction time (0.3 s) (0.6 s), the formula 44.44 m / s × 0.6 s ≈ 26.66 m is calculated as braking response distance = real-time operating speed × total response time. When calculating the effective braking distance, the formula for uniformly decelerated linear motion is used: effective braking distance = real-time operating speed² / (2 × braking acceleration), where braking acceleration is determined based on the train load and braking pressure, combined with the braking performance curve preset in the track database. The line is determined to be 0.8 m / s², and substituting into the formula, we get (44.44 m / s)² / (2 × 0.8 m / s²) ≈ 1234.5 m; the stopping safety distance is set at 30 m according to the safety regulations for passenger dedicated lines to prevent train runaway and equipment position errors. Adding the three together, we get the initial dynamic safety distance as 26.66 m + 1234.5 m + 30 m ≈ 1291.16 m. Multiplying this by the dynamic adjustment coefficient of 1.06, we get the dynamic safety distance that matches the current operating state of the target train as 1291.16 m × 1.06 ≈ 1368.63 m.

[0037] The train control center equipment queries the track database to find the track characteristics of the non-faulty section ahead of the faulty section. It determines that the non-faulty section includes a circular curve with a radius of 1500m (curve length 280m) and an uphill section with a gradient of 2‰ (length 450m). Based on the influence of track characteristics on braking distance, the preset braking compensation coefficient for the 1500m curve radius is 1.08 (the centripetal force increases during braking on the curved section, requiring a longer braking distance), and the compensation coefficient for the 2‰ uphill section is 1.02 (the braking resistance increases on the uphill section, so the compensation coefficient is slightly lower than on a flat track). Simultaneously, the equipment connects to the section via the train control center... The meteorological monitoring terminal obtained the current extreme operating conditions as light wind (wind speed 3m / s) and good visibility, with a corresponding extreme operating condition compensation coefficient of 1.02. Considering the combined effects of the line characteristics and the extreme operating conditions, the total extreme operating condition compensation parameter is obtained by multiplying the compensation coefficients together as 1.08×1.02×1.02≈1.123. This parameter is used to correct the dynamic safety distance, which is 1368.63m×1.123≈1537.97m. This ensures that the dynamic safety distance can adapt to the geometric characteristics of the line ahead and the braking requirements under slight extreme operating conditions, avoiding insufficient braking distance due to changes in line conditions.

[0038] The train control center retrieves the block section division rules for adjacent non-faulty sections. These rules, stored in the track's basic database, specify that the standard length of a block section is 2000m, and the redundancy safety passage extension must cover a complete non-faulty block section ahead. This ensures that the train can seamlessly connect to the normal block section control logic after passing through the faulty section. Therefore, the non-faulty section extension requirement is determined to be 2000m. The previously calculated basic length of 550m, the corrected dynamic safety distance of 1537.97m, and the non-faulty section extension requirement of 2000m are then added together: 550m + 1537.97m + 2000m = 4087.97m. This value represents the effective redundancy safety passage length for the target train.

[0039] Finally, the train control center integrates the data on the relative position of the fault section and the reference point (total distance along the line 193.3m, longitudinally ahead, and laterally located on the same track side of the track to which the fault section belongs), the range of the fault section itself (length 450m, start and end coordinates X1=12300m and X2=12750m respectively, covering the corresponding track and 1.6m protection areas on both sides), and the effective length of redundant safe passage (4087.97m, including a basic length of 550m, a corrected dynamic safety distance of 1537.97m, and an extension of 2000m for non-faulty sections), forming a structured information containing key parameters such as the reference point transponder code (B102), the start and end mileage markers of the fault section (K12+300 to K12+750), the start and end coordinates of the redundancy permission (starting coordinate X=12250m, ending coordinate X=16337.97m), and the effective length.

[0040] In addition, the train control center continuously receives real-time location messages from the target train's onboard equipment. These messages include the train's current section mileage marker and three-dimensional track coordinates (X-axis along the track direction, Y-axis lateral offset, Z-axis elevation). After processing by the train control center's built-in position analysis module, the real-time position of the target train is extracted as section mileage marker K12+100, with corresponding three-dimensional coordinates of (12100m, 3900m, 56m). Combining this with the starting boundary mileage marker K12+300 of the fault section in the track foundation database, the distance along the track between the train's current position and the starting boundary of the fault section is calculated to be 200m. Based on the preset rule that a train is about to enter a fault section when its distance from the starting boundary of the fault section is less than or equal to 200m, it is confirmed that the target train is about to enter the fault section.

[0041] The train control center simultaneously acquires real-time status data of the axle counting section to which the faulty section belongs via the relay acquisition interface. This axle counting section covers the area from K11+800 to K12+900, completely overlapping with the faulty section (K12+300 to K12+750). The acquired axle counting data shows that the total number of axles entering and leaving the axle counting section is 0, and the difference in the number of axles remains stable at 0 for 10 consecutive acquisition cycles (5s), indicating that the axle counting section is in an idle state. The center continuously receives fault status messages from the track circuit equipment via the CAN communication bus. The messages show that the voltage of the rail electrical circuit in the faulty section is stable at 4.8V (lower than the normal range of 10V-15V), the current is stable at 0.02A (close to 0A), the signal transmission attenuation coefficient remains at 0.6 (greater than the fault threshold of 0.5), and there are no new abnormal identification fields such as multi-section cascading faults or rail break alarms, confirming that no new abnormalities have occurred in the track circuit fault status.

[0042] The train control center retrieves the safety control parameters corresponding to the faulty section K12+300 to K12+750 from the track basic database. These parameters include the track topology characteristics of the faulty section (K12+300 to K12+550 is a straight section with a track gradient of 2‰; K12+550 to K12+750 is a circular curve section with a curve radius of 1500m and a superelevation of 120mm) and the fault-state speed limit standards (the fault-state speed limit for straight sections is no more than 160km / h, the fault-state speed limit for curved sections is no more than 140km / h, the speed limit for the entrance transition section is 140km / h, and the speed limit for the exit transition section is 150km / h). Based on the real-time location (K12+100) and operating parameters of the target train (current speed 160km / h, equivalent to 44.44m / s), the specific intervals for segmented speed limits are determined as follows: From K12+100 (current train location) to K12+300 (starting boundary of the fault section) is the entry transition section, with a speed limit of 140km / h, used to control the train to smoothly enter the fault section; from K12+300 to K12+550 is the straight section within the fault section, with a speed limit of 160km / h, matching the train's normal operating speed; from K12+550 to K12+750 is the curved section within the fault section, with a speed limit of 140km / h, adapting to the impact of the centripetal force of the curved section on train operation; from K12+750 to K12+950 is the exit transition section, with a speed limit of 150km / h, ensuring that the train smoothly returns to the normal speed limit after leaving the fault section.

[0043] The train control center synchronously queries the layout of transponders at key locations within and around the fault section, identifying three core transponders as associated control objects: entrance transponder B103 (installed at K12+300, corresponding to the starting boundary of the fault section, functioning as fault section entrance positioning), intermediate transponder B104 (installed at K12+550, corresponding to the starting point of the curve section, functioning as segment speed switching triggering), and exit transponder B105 (installed at K12+750, corresponding to the ending boundary of the fault section, functioning as fault section exit confirmation). Based on the linkage control rules between transponders and faulty sections in the basic line data, associated control commands are generated for each transponder: For B103, the command is that when the train approaches within 50m of transponder B103 (mileage K12+250 to K12+300), the onboard equipment must verify the section identification message and speed limit level field sent by B103 in real time. If the verification fails, an onboard audible and visual alarm will be triggered immediately. For B104, the command is that when the train wheelset passes transponder B104, the onboard equipment must send a position confirmation signal to the train control center within 100ms. The signal includes the transponder code of B104 and the time of passage. The train control center receives the time stamp and current train speed, and updates the train's real-time location file within the fault section. If no confirmation signal is received within 500ms, the train control center resends the control command via the wireless communication module. For B105, the command is that after the train has completely passed the B105 transponder (the onboard positioning shows a mileage greater than K12+750), the onboard equipment automatically removes the dedicated speed limit for the fault section, restores the speed limit to the normal line speed limit of 176km / h within 5s, and simultaneously closes the fault section monitoring mode, switches to the regular block section monitoring mode, and sends a mode switching completion feedback signal to the train control center after restoration.

[0044] The train control center integrates the aforementioned segmented speed limit information (including the starting and ending mileage and speed values ​​of the four segments) with the key location transponder-associated control commands (including the specific command content of B103, B104, and B105) into redundant supplementary permission information. After receiving the redundant supplementary permission information, the target train's onboard equipment first performs a correlation verification with the previously received redundant safe passage information (including the faulty section from K12+300 to K12+750, with an effective length of 4087.97m). It checks the consistency of the faulty section identifier, key transponder code, and mileage range. After successful verification, it loads the segmented speed limit curve and dynamically compares it with the real-time speed collected by the onboard speed sensors. Using a PID algorithm, it adjusts the braking pressure to control the train to smoothly decrease to 140km / h (38.89m / s) at a deceleration of 0.5m / s² within the entrance transition section (K12+100 to K12+300); upon entering the straight section of the faulty section (K12+... After reaching K12+550, the train travels at a constant speed of 160 km / h while simultaneously receiving and verifying messages from the B103 transponder. Upon reaching the start of the curve section (K12+550), the train triggers the B104 transponder to send a position confirmation signal. After receiving successful feedback from the train control center, the train reduces its speed to 140 km / h to pass through the curve section. After exiting the fault section (K12+750), the train triggers a mode switch via the B105 transponder, restoring the normal speed limit of 176 km / h within 5 seconds and sending a feedback signal to the train control center. Upon receiving the signal, the train control center confirms that the redundant supplementary permission information has been effectively executed, completing the control process for the target train to pass through the key locations of the fault section according to the segmented speed limit.

[0045] Step 130: Send redundant safe passage information to the target train so that the target train can pass through the faulty section based on the redundant safe passage information.

[0046] After sending redundant safe passage information to the target train, the train control center immediately initiates a continuous data acquisition process. This involves continuously acquiring the real-time location information of the target train, the track circuit status of the target section, and the axle counting section status.

[0047] When the train control center equipment monitors for five consecutive acquisition cycles and finds that the parameters in the track circuit status message are consistently within the normal operating threshold range—the voltage of the rail electrical circuit in the faulty section is stable at 12V (within the normal operating range of 10V-15V), the current is stable at 0.8A (within the normal operating range of 0.5A-1A), and the signal transmission attenuation coefficient drops to 0.08 (less than the normal threshold of 0.1)—and there are no fault identification fields such as disconnection alarms or interference anomalies in the message, it is determined that the track circuit status clearly indicates that the fault in the faulty section has been completely eliminated. Simultaneously, the axle counting section status data shows that the total number of axles entering and leaving the axle counting section is 0, and the difference in the number of axles remains 0 for three consecutive acquisition cycles, indicating that the axle counting section status continues to indicate that the faulty section is in an idle state. At this point, the process for determining normal safe passage information is triggered.

[0048] The train control center equipment retrieves the normal block section parameters of the target section from the track basic database. These parameters record that the block sections within the section are divided according to a standard length of 2000m. Dedicated transponders are set at the boundaries of adjacent block sections (such as transponder B106 installed at K14+750). In normal operation mode, safe passage requires coverage from the current position of the train to the end of the complete non-faulty block section ahead, and the normal speed limit standard for the line is 176km / h. Based on the real-time location of the target train (mileage marker K12+600, corresponding coordinates 12600m, 3900m, 56m), the effective range for normal safe passage is calculated: starting from the current position of the train, extending along the train's running direction (positive X-axis direction) to the nearest complete non-faulty block section endpoint (mileage marker K14+750, corresponding coordinates 14750m, 3900m, 56m), the effective length for normal safe passage is 14750m-12600m=2150m; simultaneously, the braking safety distance parameters under normal operating conditions are extracted from the basic line data (calculated based on an operating speed of 176km / h, braking response distance 30m, effective braking distance 1500m, and stopping safety distance 30m, totaling 1560m), confirming that the effective length for normal safe passage completely covers the braking safety distance, meeting the safety requirements of normal operation. The train control center equipment integrates these parameters into normal and safe passage information, which includes the target train's unique identifier, permitted starting mileage K12+600 (corresponding coordinates 12600m, 3900m, 56m), permitted ending mileage K14+750 (corresponding coordinates 14750m, 3900m, 56m), effective length 2150m, normal operating speed limit 176km / h, and associated block section number (BZ-12).

[0049] The train control center equipment synchronously generates mode conversion commands. It encapsulates the normal safe passage information and the mode conversion commands, then sends them to the target train via unicast through a high-frequency wireless communication module. Upon receiving the normal safe passage information and mode conversion commands, the target train's onboard equipment completes the switch from redundant operation mode to normal operation mode within 5 seconds. This involves loading the speed curve corresponding to normal safe passage, increasing the train's speed limit from the segmented speed limits in redundant mode (160 km / h on straight sections and 140 km / h on curved sections) to the normal line speed limit of 176 km / h; disabling the axle counting section status auxiliary monitoring function enabled in redundant operation mode, and switching to the normal block section monitoring mode, relying solely on track circuit coding signals and section transponder messages for train control. Simultaneously, a mode conversion completion feedback signal is sent to the train control center equipment via the wireless communication module. This signal includes a timestamp of the conversion completion and the train's current real-time position (e.g., mileage marker K12+650, corresponding to coordinates 12650m, 3900m, 56m). After receiving and parsing the mode switching completion feedback signal, the train control center equipment confirms that the target train has successfully switched to the normal operation mode and then stops sending redundant safety passage information to the train.

[0050] The following is based on Figure 2 For example, Figure 2 As shown, within the target section between stations A and B, there is a track circuit fault section with no safety risk from the TCC boundary to section 1 of the axle counter. Transponder B103 corresponds to the starting boundary of the fault section, and B105 corresponds to the ending boundary. When the target train travels from station A to station B and approaches the position of transponder B101, the train control center has confirmed the track circuit fault status (no safety risk) and that the section indicated by section 1 is clear. Based on the train's current position, the coordinates of the starting and ending boundaries of the fault section, and the redundancy coverage requirements, it generates redundant safe passage information with an effective length covering the fault section and the non-faulty block section ahead. Subsequent trains can then use this permission, along with the associated control commands from transponders B103 and B105, to smoothly pass through the fault section at the segmented speed limit.

[0051] In summary, this application first obtains the track circuit status and axle counting section status of the target section, enabling identification of whether there are non-safety-risk fault sections in the track circuit. Simultaneously, the axle counting section status confirms that the target section is idle, eliminating section occupancy or actual safety hazards, and preventing emergency train stops triggered solely by track circuit faults (non-safety-risk). Secondly, when a non-safety-risk fault section is confirmed and the section is idle, redundant safe passage information is determined based on the target train's location information, the fault section's location information, and redundancy coverage requirements. This provides a clear basis for safe operation when the train passes through the fault section, eliminating the need for manual intervention to formulate passage instructions. Finally, this redundant safe passage information is sent to the target train, allowing it to pass directly through the fault section with permission, rather than being forced to operate at low speed. This effectively avoids the significant decrease in train traffic efficiency caused by non-safety-risk track circuit faults.

[0052] It is understood that, in order to achieve the functions in the above embodiments, the computer device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and method steps described in conjunction with the embodiments disclosed in this application, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application scenario and design constraints of the technical solution.

[0053] Furthermore, as a response to the above Figure 1 The implementation of the method embodiment shown in this application provides a train control device. The embodiment of this device corresponds to the foregoing method embodiments. For ease of reading, this embodiment will not repeat the details of the foregoing method embodiments one by one, but it should be clear that the device in this embodiment can correspondingly implement all the contents of the foregoing method embodiments. Specifically, as shown... Figure 3 As shown, the train control device 300 includes:

[0054] The acquisition module 310 is used to acquire the track circuit status and axle counting section status of the target section;

[0055] The determination module 320 is used to determine the redundant safe passage information of the target train based on the location information of the target train, the location information of the faulty section, and the redundancy coverage requirements when the circuit status indicates that there is a faulty section without safety risk in the target section and the axle counting section status indicates that the target section is in an idle state.

[0056] The sending module 330 is used to send redundant safe passage information to the target train, so that the target train can pass through the faulty section based on the redundant safe passage information.

[0057] Furthermore, such as Figure 3As shown, the determining module 320 is specifically used for: determining the transponder corresponding to the current position of the target train within the target section based on the position information of the target train, and determining the transponder as a reference point; determining the relative position of the faulty section and the reference point, as well as the range of the faulty section itself, based on the position information of the faulty section; determining the effective length of redundant safe passage according to the redundancy coverage requirements, wherein the effective length covers the faulty section along the direction of travel of the target train and extends to the non-faulty section in front of the faulty section in the direction of travel; and integrating the relative position, the range of the faulty section itself, and the effective length to form redundant safe passage information.

[0058] Furthermore, such as Figure 3 As shown, the determination module 320 is specifically used for: parsing the location information of the fault section, extracting the start and end boundary markers of the fault section and the corresponding section line coordinates; determining the range of the fault section itself based on the start and end boundary markers and the basic line data; and determining the distance along the line from the reference point to the starting boundary of the fault section and the orientation relationship between the reference point and the fault section based on the section line coordinates corresponding to the reference point and the section line coordinates corresponding to the start and end boundary markers, as the relative position of the fault section and the reference point.

[0059] Furthermore, such as Figure 3 As shown, the determining module 320 is specifically used for: determining the distance of each segment based on the line segments from the reference point to the starting boundary of the fault section in the line basic data, as well as the line type and linear characteristic parameters of each segment; summing the distances of each segment to obtain the total distance along the line from the reference point to the starting boundary of the fault section; determining the longitudinal orientation of the reference point relative to the starting boundary of the fault section based on the coordinate difference between the reference point and the starting boundary of the fault section and the line orientation reference in the line basic data; and calculating the lateral offset between the coordinates of the reference point and the lateral centerline of the fault section based on the lateral coverage parameters, and determining the lateral orientation of the reference point relative to the fault section by combining the track number and the track association relationship in the line topology.

[0060] Furthermore, such as Figure 3 As shown, the determining module 320 is specifically used for: determining the basic length covering the faulty section based on the faulty section's own range and basic safety margin standards, the basic length including the full length of the faulty section and the preset boundary safety buffer sections at both ends; determining the dynamic safety distance matching the target train's operating state based on the target train's real-time operating parameters and dynamic adjustment coefficients, the dynamic safety distance including braking response distance, effective braking distance, and stopping safety distance; correcting the dynamic safety distance based on the track characteristics of the non-faulty section ahead of the faulty section and extreme operating condition compensation parameters; and superimposing the basic length, the corrected dynamic safety distance, and the non-faulty section extension requirement value to obtain the effective length for redundant safe passage, the non-faulty section extension requirement value being determined based on the block zoning rules of adjacent non-faulty sections.

[0061] Furthermore, such as Figure 3 As shown, the determining module 320 is also used to: acquire the real-time location information of the target train; when the real-time location information indicates that the target train is about to enter the fault section, and the axle counting section remains idle and no new abnormalities occur in the track circuit fault status, based on the real-time location information of the target train, the location information of the fault section, and the fault section safety control parameters in the line basic data, determine the segment speed limit information and key position transponder associated control commands of the target train in the fault section; integrate the segment speed limit information and key position transponder associated control commands into redundant supplementary permission information, send the redundant supplementary permission information to the target train, so that the target train combines the redundant safe passage information and the redundant supplementary permission information to pass through the key positions of the fault section according to the segment speed limit.

[0062] Furthermore, such as Figure 3 As shown, the sending module 330 is also used to: after sending redundant safe passage information to the target train, continuously acquire the real-time location information of the target train, the track circuit status of the target section, and the axle counting section status; when the track circuit status indicates that the fault in the faulty section has been eliminated, and the axle counting section status indicates that the faulty section is in an idle state, determine the normal safe passage information of the target train based on the real-time location information of the target train and the normal block section parameters in the line basic data; send the normal safe passage information and mode conversion command to the target train, so that the target train switches from the redundant operation mode to the normal operation mode according to the normal safe passage information.

[0063] Optionally, the train control device may be an electronic device with data processing capabilities, or a functional module within the electronic device, without limitation.

[0064] For example, the electronic device can be a server, which can be a single server or a server cluster consisting of multiple servers. As another example, the electronic device can be a mobile phone, tablet computer, desktop computer, laptop computer, handheld computer, notebook computer, ultra-mobile personal computer (UMPC), netbook, as well as cellular phone, personal digital assistant (PDA), augmented reality (AR), virtual reality (VR) device, and other terminal devices. Furthermore, the electronic device can also be a recording device, video surveillance device, etc. This application does not impose any special limitations on the specific form of the electronic device.

[0065] The following example uses train control devices as electronic equipment. Figure 4 As shown, Figure 4 The hardware structure of an electronic device 400 provided in this application.

[0066] like Figure 4 As shown, the electronic device 400 includes a processor 410, a communication line 420, and a communication interface 430.

[0067] Optionally, the electronic device 400 may also include a memory 440. The processor 410, memory 440, and communication interface 430 can be connected via a communication line 420.

[0068] The processor 410 can be a central processing unit (CPU), a general-purpose processor, a network processor (NP), a digital signal processor (DSP), a microprocessor, a microcontroller, a programmable logic device (PLD), or any combination thereof. The processor 410 can also be any other device with processing capabilities, such as a circuit, device, or software module, without limitation.

[0069] In one example, processor 410 may include one or more CPUs, for example Figure 4 CPU0 and CPU1 in the CPU.

[0070] As an optional implementation, electronic device 400 may include multiple processors, for example, in addition to processor 410, it may also include processor 470. Communication line 420 is used to transmit information between the components included in electronic device 400.

[0071] Communication interface 430 is used for communication with other devices or other communication networks. These other communication networks can be Ethernet, Radio Access Network (RAN), Wireless Local Area Networks (WLAN), etc. Communication interface 430 can be a module, circuit, transceiver, or any device capable of enabling communication.

[0072] Memory 440 is used to store instructions. These instructions can be computer programs.

[0073] The memory 440 can be a read-only memory (ROM) or other type of static storage device that can store static information and / or instructions; it can also be a random access memory (RAM) or other type of dynamic storage device that can store information and / or instructions; it can also be an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media, or other magnetic storage devices, etc., without limitation.

[0074] It should be noted that the memory 440 can exist independently of the processor 410, or it can be integrated with the processor 410. The memory 440 can be used to store instructions, program code, or some data, etc. The memory 440 can be located inside or outside the electronic device 400, without restriction.

[0075] The processor 410 is configured to execute instructions stored in the memory 440 to implement the communication method provided in the following embodiments of this application. For example, when the electronic device 400 is a terminal or a chip in a terminal, the processor 410 can execute instructions stored in the memory 440 to implement the steps performed by the transmitting end in the following embodiments of this application.

[0076] As an optional implementation, the electronic device 400 also includes an output device 450 and an input device 460. The output device 450 can be a display screen, speaker, or other device capable of outputting data from the electronic device 400 to the user. The input device 460 can be a keyboard, mouse, microphone, joystick, or other device capable of inputting data into the electronic device 400.

[0077] It should be pointed out that, Figure 4 The structure shown does not constitute a limitation on the electronic device, except... Figure 4 In addition to the components shown, the electronic device may include more or fewer components than illustrated, or combine certain components, or have different component arrangements.

[0078] The train control device and application scenarios described in this application are intended to more clearly illustrate the technical solutions of this application and do not constitute a limitation on the technical solutions provided in this application. As those skilled in the art will know, with the evolution of train control devices and the emergence of new business scenarios, the technical solutions provided in this application are also applicable to similar technical problems.

[0079] This application provides a storage medium storing a program that, when executed by a processor, implements the train control method.

[0080] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0081] In a typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input / output interfaces, network interfaces, etc.

[0082] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM, and memory includes at least one memory chip. Memory is an example of computer-readable media.

[0083] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0084] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0085] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0086] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A train control method, characterized in that, The method, applied to train control center equipment, includes: Obtain the track circuit status and axle counting section status of the target section; When the circuit status indicates that there is a faulty section without safety risk in the target section, and the axle counting section status indicates that the target section is idle, the redundant safe passage information of the target train is determined according to the location information of the target train, the location information of the faulty section, and the redundancy coverage requirements. The redundant safe passage information is sent to the target train, enabling the target train to pass through the faulty section based on the redundant safe passage information; Based on the location information of the target train, the location information of the faulty section, and the redundancy coverage requirements, the redundant safe passage information of the target train is determined, including: Based on the location information of the target train, determine the transponder within the target section corresponding to the current location of the target train, and determine the transponder as a reference point; The relative position of the faulty section to the reference point and the range of the faulty section itself are determined based on the location information of the faulty section. The effective length of redundant safe passage is determined based on the redundancy coverage requirements. The effective length covers the faulty section along the target train's running direction and extends to the non-faulty section ahead of the faulty section in the running direction. The relative position, the range of the faulty section, and the effective length are integrated to form redundant safe passage information.

2. The method according to claim 1, characterized in that, Determining the relative position of the faulty section to the reference point and the extent of the faulty section itself based on the location information of the faulty section includes: The location information of the faulty section is analyzed, and the start and end boundary identifiers of the faulty section and the corresponding section line coordinates are extracted. Based on the start and end boundary markers and basic line data, the range of the fault section is determined. Based on the interval line coordinates corresponding to the reference point and the interval line coordinates corresponding to the start and end boundary markers, the distance along the line from the reference point to the starting boundary of the fault section and the orientation relationship between the reference point and the fault section are determined as the relative position of the fault section and the reference point.

3. The method according to claim 2, characterized in that, Based on the section line coordinates corresponding to the reference point and the section line coordinates corresponding to the start and end boundary markers, the distance along the line from the reference point to the starting boundary of the fault section and the directional relationship between the reference point and the fault section are determined, including: Based on the line segments from the reference point to the starting boundary of the fault section in the line basic data, and the line type and linear characteristic parameters of each segment, the distance of each segment is determined, and the distance of each segment is accumulated to obtain the total distance along the line from the reference point to the starting boundary of the fault section. Based on the coordinate difference between the benchmark point and the starting boundary of the fault section, and the line alignment benchmark in the line basic data, the longitudinal orientation of the benchmark point relative to the starting boundary of the fault section is determined. Based on the lateral coverage parameters, the lateral offset between the reference point coordinates and the lateral centerline of the fault section is calculated. Combined with the track number and the track association relationship in the line topology, the lateral orientation of the reference point relative to the fault section is determined.

4. The method according to claim 1, characterized in that, The effective length of redundant safe passage is determined based on redundancy coverage requirements, including: The basic length covering the fault section is determined based on the fault section's own range and basic safety margin standards. The basic length includes the full length of the fault section and the preset boundary safety buffer sections at both ends. Based on the real-time operating parameters and dynamic adjustment coefficients of the target train, a dynamic safety distance matching the operating state of the target train is determined. The dynamic safety distance includes braking response distance, effective braking distance, and stopping safety distance. The dynamic safety distance is corrected based on the line characteristics of the non-faulty section ahead of the faulty section and the compensation parameters for extreme operating conditions. The effective length for redundant safe passage is obtained by superimposing the basic length, the corrected dynamic safety distance, and the extension requirement value of the non-faulty section. The extension requirement value of the non-faulty section is determined based on the block partitioning rules of adjacent non-faulty sections.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: Obtain the real-time location information of the target train; When the real-time location information indicates that the target train is about to enter the fault section, and the axle counting section remains idle and no new abnormalities occur in the track circuit fault status, based on the real-time location information of the target train, the location information of the fault section, and the fault section safety control parameters in the basic track data, the segment speed limit information of the target train in the fault section and the critical position transponder associated control command are determined. The segmented speed limit information and the critical position transponder associated control command are integrated into redundant supplementary permission information, which is then sent to the target train. This allows the target train to pass through the critical position of the faulty section according to the segmented speed limit, based on the redundant safe passage information and the redundant supplementary permission information.

6. The method according to claim 1, characterized in that, The method further includes: After sending the redundant safe passage information to the target train, the system continuously acquires the real-time location information of the target train, the track circuit status of the target section, and the axle counting section status. When the track circuit status indicates that the fault in the faulty section has been cleared, and the axle counting section status indicates that the faulty section is in an idle state, the normal safe passage information of the target train is determined based on the real-time location information of the target train and the normal block section parameters in the track basic data. The normal safe passage information and mode conversion command are sent to the target train, so that the target train switches from the redundant operation mode to the normal operation mode according to the normal safe passage information.

7. A train control device, characterized in that, The device includes: The acquisition module is used to acquire the track circuit status and axle counting section status of the target section; The determination module is used to determine the redundant safe passage information of the target train based on the location information of the target train, the location information of the faulty section, and the redundancy coverage requirements when the circuit status indicates that there is a faulty section without safety risk in the target section and the axle counting section status indicates that the target section is idle. The sending module is used to send the redundant safe passage information to the target train, so that the target train can pass through the faulty section according to the redundant safe passage information; The determination module is specifically used to determine the transponder corresponding to the current position of the target train within the target section based on the position information of the target train, and to determine the transponder as a reference point; to determine the relative position of the faulty section and the reference point, as well as the range of the faulty section itself, based on the position information of the faulty section; to determine the effective length of redundant safe passage according to the redundancy coverage requirements, wherein the effective length covers the faulty section along the running direction of the target train and extends to the non-faulty section ahead of the faulty section in the running direction; and to integrate the relative position, the range of the faulty section itself, and the effective length to form redundant safe passage information.

8. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, the device containing the storage medium is controlled to perform the train control method as described in any one of claims 1-6.

9. An electronic device, characterized in that, The device includes at least one processor, at least one memory connected to the processor, and a bus; wherein the processor and the memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the train control method as described in any one of claims 1-6.

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