A train station entry control method and device, electronic equipment and storage medium

Abstract

This application relates to the field of train control technology, and provides a train entry control method, device, electronic equipment, and storage medium. The method receives target stopping point and track information sent by ground equipment. The ground equipment sends the target stopping point and track information when the difference between the train's formation length and the length of the receiving platform track is less than a preset target length. Based on the position of the signal on the receiving platform track, the target stopping point, and the track information, the method determines the train's exit speed. Based on the signal position and exit speed, it generates a train entry braking control curve. The method controls the train's operation according to the entry braking control curve, and brakes the train when the distance between the train and the signal is less than a preset safety distance. This avoids the problem in existing technologies where the train uses the signal as the absolute stopping point when entering the station, resulting in the train not being able to fully enter the receiving platform track.

Description

Technical Field

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

[0002] The China Train Control System (CTCS) is widely used on domestic high-speed railway passenger lines. Based on different system functions and technical levels, it is mainly divided into two control levels: CTCS-2 and CTCS-3.

[0003] The CTCS train control system mainly consists of ground equipment (such as Radio Block Centers (RBCs), transponders, etc.) and onboard equipment (such as Automatic Train Protection (ATP) systems). The onboard ATP equipment receives information such as Movement Authority (MA), track speed limits, and train parameters sent by the ground equipment. It then calculates the train's braking mode curve in real time, monitors the train's speed, and prevents the train from speeding or exceeding the end of the movement authority, thereby ensuring train operation safety.

[0004] In current CTCS system applications, the focus is typically on short trains with relatively short formation lengths. Short trains have relatively short formation lengths, while the effective length of station arrival and departure tracks usually allows for a large safety margin. For example, a typical short train formation is approximately 440m, while the effective length of a standard platform track is typically over 650m. During normal stopping control, ATP (Automatic Train Protection) equipment, to ensure absolute safety, usually reserves a certain safety redundancy distance when calculating the braking curve (e.g., considering distance measurement errors, brake establishment delays, etc.), resulting in the train's actual stopping point often being tens of meters (e.g., around 60m) inside the track's end signal. Due to the short train formation and long track, even if the train stops tens of meters in advance, the entire train can still come to a complete stop within the effective track range. Therefore, the existing ATP speed limit calculation logic does not affect the normal stopping of such short trains.

[0005] However, for trains with longer formations (long trains), the train formation length and the effective track length of the station may be very close. For example, some long train formations can reach 820m in length, while the effective track length of the station is only about 850m, a very small difference (only about 30m).

[0006] In scenarios involving long trains entering and stopping at stations, the existing CTCS control logic has significant limitations: the onboard ATP equipment always calculates the braking control curve with the track departure signal as the absolute stopping point (target speed of 0). Due to the safety redundancy design and braking model of the ATP, the braking curve restricts the train from reducing its speed to extremely low levels or even stopping at a considerable distance from the signal (e.g., 30m-60m). Since the remaining track length is insufficient to accommodate the entire train length, this "early stopping" results in the train's rear end not being able to fully enter the track (i.e., not being able to fully enter the warning marker), causing a "tail-wagging" phenomenon. This not only occupies the switch section in the throat area, affecting the reception and dispatch of subsequent trains, but also poses a serious safety hazard.

[0007] Therefore, optimizing the parking control logic of the CTCS system while ensuring safety, so that long train formations can stop closer to the end signal of the track, is a technical problem that urgently needs to be solved. Summary of the Invention

[0008] In view of this, embodiments of this application provide a train entry control method, device, electronic device, and storage medium to solve the problem in the prior art where the train enters the station using the signal as the absolute stopping point, resulting in the train being unable to fully enter the receiving platform track.

[0009] A first aspect of this application provides a train entry control method, comprising: receiving target stopping point and track information sent by ground equipment, wherein the ground equipment sends the target stopping point and track information when the difference between the train's formation length and the length of the receiving platform track is less than a preset target length; determining the train's departure speed based on the position of the receiving platform track signal, the target stopping point, and the track information, wherein the departure speed is the maximum permissible operating speed of the train when it reaches the position of the signal, and the emergency braking distance corresponding to the train running at the departure speed is less than the distance between the signal and the target stopping point; generating a train entry braking control curve based on the signal position and the departure speed; controlling the train's operation according to the entry braking control curve, and controlling the train to brake when the distance between the train and the signal is less than a preset safety distance.

[0010] A second aspect of this application provides a train entry control device, comprising: a receiving module for receiving target stopping point and track information sent by ground equipment, wherein the ground equipment sends the target stopping point and track information when the difference between the train's formation length and the length of the receiving platform track is less than a preset target length; a speed module for determining the train's departure speed based on the position of the signal on the receiving platform track, the target stopping point, and the track information, wherein the departure speed is the maximum permissible operating speed of the train when it reaches the position of the signal, and the emergency braking distance corresponding to the train running at the departure speed is less than the distance between the signal and the target stopping point; a generation module for generating a train entry braking control curve based on the position of the signal and the departure speed; and a control module for controlling the train's operation according to the entry braking control curve, and controlling the train to brake when the distance between the train and the signal is less than a preset safety distance.

[0011] A third aspect of this application 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 computer program to implement the steps of the above-described method.

[0012] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0013] The beneficial effects of this application embodiment compared with the prior art are as follows: The method of this application embodiment receives target stopping point and track information sent by ground equipment. When the difference between the train's formation length and the length of the receiving platform track is less than a preset target length, the ground equipment sends out the target stopping point and track information; based on the position of the signal on the receiving platform track, the target stopping point, and the track information, the train's departure speed is determined. The departure speed is the maximum allowable operating speed of the train when it reaches the signal position, and the emergency braking distance corresponding to the train running at the departure speed is less than the distance between the signal and the target stopping point; based on the signal position and departure speed, a train entry braking control curve is generated; the train operation is controlled according to the entry braking control curve, and the train brakes when the distance between the train and the signal is less than a preset safety distance. This application determines the train's departure speed based on the position of the signal on the receiving platform track, the target stopping point, and the track information when the difference between the train's formation length and the length of the receiving platform track is less than a preset target length. The subsequent station entry braking control curve ensures that the train's speed at the signal position is the opening speed, thus breaking the limitation of the existing technology that the speed must be reduced to zero at the signal. By using the safe distance between the signal and the target stopping point to obtain the train's passing speed, and ensuring that the emergency braking distance of the train running at the opening speed is less than the distance between the signal and the target stopping point, long train formations can stop close to the signal. This effectively solves the problem that the rear of long trains cannot fully enter the track due to "premature stopping", thereby improving the utilization rate of the station track and the efficiency of train reception and departure operations. It also avoids the problem in the existing technology that the train cannot fully enter the receiving platform track when the signal is the absolute stopping point. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a flowchart illustrating a train entry control method provided in an embodiment of this application;

[0016] Figure 2 This is a schematic diagram of a train entering a station, provided in an embodiment of this application;

[0017] Figure 3 This is a flowchart illustrating another train entry control method provided in the embodiments of this application;

[0018] Figure 4This is a flowchart illustrating another train entry control method provided in an embodiment of this application;

[0019] Figure 5 This is a schematic diagram of a train entry control device provided in an embodiment of this application;

[0020] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0021] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, train entry control devices, circuits, and methods are omitted so as not to obscure the description of this application with unnecessary detail.

[0022] The following will describe in detail, with reference to the accompanying drawings, a train entry control method and a train entry control device according to embodiments of this application.

[0023] Figure 1 This application provides a train entry control method, such as... Figure 1 As shown, the method includes:

[0024] S101. Receive target stopping point and line information sent by ground equipment. When the difference between the train's formation length and the length of the receiving platform track is less than the preset target length, the ground equipment sends out target stopping point and line information.

[0025] S102. Based on the location of the signal on the receiving platform track, the target stopping point, and the track information, determine the train's opening speed. The opening speed is the maximum speed allowed for the train when it reaches the signal position, and the emergency braking distance corresponding to the train running at the opening speed is less than the distance between the signal and the target stopping point.

[0026] S103. Based on the position of the signal and the opening speed, generate the train's entry braking control curve. The speed of the train at the position of the signal in the entry braking control curve is the opening speed.

[0027] S104. Control the train operation according to the station entry braking control curve, and control the train brake when the distance between the train and the signal is less than the preset safe distance.

[0028] This application provides a train entry control method, which is mainly applied to onboard equipment (such as the Automatic Train Protection (ATP) system in a train operation control system). This onboard equipment can conduct bidirectional wireless communication with ground equipment (such as a Radio Block Center (RBC)) and can monitor the train's operating speed based on received information such as train operation permits and track data.

[0029] The method provided in this application typically involves long-formation trains entering stations where the effective length of the track is limited. Specifically, before the train enters the station, ground equipment calculates the difference between the train's formation length and the length of the track at the receiving platform. If the difference between the train's formation length and the length of the track at the receiving platform is less than a preset target length, the target stopping point and track information are issued.

[0030] For example, let the effective length of the receiving platform track be... The train's formation length is The preset target length is the safety redundancy threshold. (For example, according to CTCS system specifications, a safety distance of 70m is usually required for regular parking, which is the preset target length.) When a train requests to enter a station, the ground control (RBC) acquires the train's formation data and route information, and performs the following judgment: calculating the difference between the train's formation length and the length of the receiving platform track. .like (Right now If the ground equipment determines that the current station entry scenario is a "difficult stop" scenario, conventional control logic may prevent the rear of the train from fully entering the track (tailing). At this time, the ground equipment will send a special control information packet to the onboard equipment, which contains the target stopping point and track information. If the ground equipment determines that the current station entry scenario belongs to the "normal parking" scenario, it can be controlled using the conventional control logic or the train entry control method provided in this application.

[0031] The target stopping point (also known as the danger point) is a location within the overlapping protection zone outside (in front of) the departure signal, such as... Figure 2As shown. Specifically, the location of the target stopping point is determined during the station signaling engineering design phase. Based on the station's interlocking routes, designers delineate a dedicated overlap protection zone behind the signal, within which there are no switches or the switches are locked in a safe position. The target stopping point is typically set as the physical end of this overlap protection zone or the coordinates of a safe limit point within the zone. The ground control system (RBC) retrieves the corresponding overlap protection zone information from the stored static track database based on the currently processed receiving route, thereby determining the specific coordinates of the target stopping point.

[0032] The route information includes static data such as the slope and curvature of the route between the entrance and the target parking point.

[0033] It is understandable that after receiving the target stopping point and track information, the on-board equipment will further determine the train's opening speed based on the position of the signal on the receiving platform track, the target stopping point, and the track information. The opening speed is the maximum speed that the train is allowed to run when it reaches the position of the signal, and the emergency braking distance corresponding to the train running at the opening speed is less than the distance between the signal and the target stopping point.

[0034] The specific calculation method includes: calculating the safe protection distance between the signal position and the target stopping point; determining the braking deceleration of the train during emergency braking based on the track gradient contained in the track information; and calculating the maximum speed value that makes the emergency braking distance of the train less than the safe protection distance based on the safe protection distance and the braking deceleration, and determining the maximum speed value as the opening speed.

[0035] First, calculate the safe protection distance. This refers to the physical distance between the signal on the receiving platform track and the target stopping point sent by the ground equipment. In other words... in, The route coordinates of the target parking point, These are the line coordinates of the signal.

[0036] Secondly, the train's braking capacity is queried or calculated. Based on received track information (especially the gradient behind the signal), the onboard equipment determines the train's emergency braking deceleration under the current track conditions. For example, on a downhill route, the component of gravity will offset part of the braking force, resulting in effective deceleration. Reduced; if it's an uphill route, the gravitational component will increase the braking force, resulting in effective deceleration. Reduce.

[0037] To ensure that a train can stop before reaching its target stopping point in the event of emergency braking after passing a signal, the train's speed must be limited when passing the signal. The calculation formula can be simplified to: in, The initial value of the calculated allowable speed, For emergency braking and deceleration, This refers to the safety protection distance calculated above. To ensure system availability and safety, the calculated initial allowable speed also needs to be limited to avoid situations where the speed is too low to overcome running resistance, or too high to pose safety risks. Specifically, the onboard equipment will calculate the... With the preset minimum opening speed threshold ( (e.g., 2 km / h) and the maximum opening speed threshold ( For example, compare the calculated value (e.g., 8 km / h): Then the opening speed will be set to the preset minimum value. (The premise is that the line design must ensure safety at this minimum speed); if the calculated value Then the opening speed will be set to the preset maximum value. ;like Then It is directly determined as the opening speed.

[0038] After determining the entry speed, the onboard equipment no longer generates a conventional braking curve ending at the signal with a speed of 0 (which would result in the train being limited to 0 speed tens of meters before the signal). Instead, the onboard equipment generates a special entry braking control curve (also known as a mode curve) with the following characteristics: Target alignment: The calculated target point of the curve remains anchored at the signal position. Tail correction (flattening): At the end of the curve (near the signal area), the allowed target speed no longer drops to 0, but is locked at the entry speed (e.g., 5 km / h). The specific calculation process will be explained in detail later and will not be repeated here.

[0039] After generating the train's approach braking control curve, the onboard equipment controls the train's operation according to the curve. When the distance between the train and the signal is less than a pre-set safe distance, the equipment brakes the train. As the train approaches the signal and its speed is allowed to decrease to the opening speed (5 km / h), the onboard equipment allows the train to pass through the final section before the signal (e.g., the last 30-50 meters) at a constant speed not exceeding this opening speed. This allows the train to fully utilize the physical length of the track and travel close to the signal. Final stopping phase: When the train approaches the signal (e.g., less than a pre-set safe distance, such as 2-5 meters), the equipment brakes the train until it comes to a stop.

[0040] According to the above-mentioned scheme provided in this application, the system receives target stopping point and track information sent by ground equipment. When the difference between the train's formation length and the length of the receiving platform track is less than a preset target length, the ground equipment sends out the target stopping point and track information. Based on the position of the signal on the receiving platform track, the target stopping point, and the track information, the system determines the train's departure speed. The departure speed is the maximum permissible operating speed of the train when it reaches the signal position, and the emergency braking distance corresponding to the train running at the departure speed is less than the distance between the signal and the target stopping point. Based on the signal position and departure speed, the system generates a train entry braking control curve. The system controls the train's operation according to the entry braking control curve, and brakes the train when the distance between the train and the signal is less than a preset safety distance. This application determines the train's departure speed based on the position of the signal on the receiving platform track, the target stopping point, and the track information when the difference between the train's formation length and the length of the receiving platform track is less than a preset target length. The subsequent station entry braking control curve ensures that the train's speed at the signal position is the opening speed, thus breaking the limitation of the existing technology that the speed must be reduced to zero at the signal. By using the safe distance between the signal and the target stopping point to obtain the train's passing speed, and ensuring that the emergency braking distance of the train running at the opening speed is less than the distance between the signal and the target stopping point, long train formations can stop close to the signal. This effectively solves the problem that the rear of long trains cannot fully enter the track due to "premature stopping", thereby improving the utilization rate of the station track and the efficiency of train reception and departure operations. It also avoids the problem in the existing technology that the train cannot fully enter the receiving platform track when the signal is the absolute stopping point.

[0041] In some examples, such as Figure 3 As shown, based on the signal position and opening speed, the train's entry braking control curve is generated, including:

[0042] S301. Obtain the preset braking starting point and use the position of the signal as the braking ending point;

[0043] S302. Generate an initial braking curve based on the train's braking performance parameters, braking start point, and braking end point;

[0044] S303. Modify the initial braking curve according to the opening speed to obtain the entry braking control curve.

[0045] Specifically, this application will specify the position coordinates of the signal ( ) is taken as the braking endpoint, that is, the target point in the initial braking curve, and the target speed at that target point is ( Set it to 0.

[0046] In some examples, the pre-set braking starting point is the position of the entry signal; in others, the train's current real-time position coordinates can also be obtained. ), and will display the train's current real-time location coordinates ( (This is used as the starting point of braking, i.e., the starting point of the initial braking curve).

[0047] In some examples, this application uses a backpropagation algorithm or piecewise integration to generate the initial curve. This curve represents the speed limit that the train must follow to stop precisely in front of the signal, without considering the opening speed. The specific calculation process is as follows: Segmentation: The line from the braking start point to the braking end point is divided into several calculation steps ( (For example, each 1 meter is a calculation point). Obtain segmentation parameters: for each calculation point... Obtain the slope of the line at that location. and the braking deceleration of the train at that speed Reverse recursion: Starting from the braking endpoint (speed 0), perform reverse integration calculations towards the braking starting point. For position... (That is, a position further away from the finish line), its speed limit The calculation is as follows: By iterating point by point, a series of data points containing (location, speed limit) are obtained. This set of data constitutes the initial braking curve, Curve_Basic. This curve presents a parabolic shape, gradually decreasing to 0. Among them, The first one obtained by reverse deduction Speed ​​limits at each location point; For the first The velocity at each location point (value calculated in the previous step); This is the equivalent braking deceleration at the current position and speed; To calculate the step size.

[0048] The onboard equipment performs "envelope truncation" on the generated initial braking curve to introduce opening speed logic. The specific processing is as follows: Traversal comparison: For each position point in Curve_Basic Read its corresponding speed limit Maximum value logic: Limit the speed. With a determined opening speed (For example, 5 km / h) are compared, and the maximum value of the two is taken as the final speed limit for the curve at that location. . Curve synthesis: combine all Connecting these lines forms the approach braking control curve Curve_Final. The final curve's shape is characterized by: Phase 1 (Deceleration): At a position far from the signal, due to... The final curve coincides with the initial braking curve, guiding the train to perform normal deceleration and braking. Phase Two (Holding Section): At the position approaching the signal (when...) When the speed drops below 5 km / h, due to the effect of the maximum value logic, the final curve is "flattened," and the speed limit remains constant. (5 km / h) to form a horizontal straight line until the signal position. This gives the train a constant low-speed passage window in the final stage.

[0049] Through the above process, by generating an initial braking curve (Curve_Basic) with the signal as the endpoint and the speed at the endpoint being zero, and by using the opening speed to truncate its envelope (taking the larger value), this application automatically achieves a smooth transition of train control mode through a mathematically concise and efficient algorithm: in the stage away from the signal, the curve can automatically conform to the physical braking characteristics of the train to decelerate; in the stage approaching the signal, it automatically switches to a constant opening speed holding mode. This generation method avoids complex mode switching logic judgments, ensures the continuity and smoothness of the control curve, and is conducive to the stable control of the train by onboard equipment. It eliminates the "tailing effect" of conventional braking curves, achieving precise alignment. Conventional braking curves of existing technologies usually exhibit asymptotic characteristics (tailing) when approaching zero speed, causing the train speed to be limited to extremely low levels when it is far from the signal (e.g., tens of meters), which can easily cause the train to stop prematurely. Step S303 fundamentally eliminates the "tailing effect" by "flattening" the end of the curve to an opening speed, creating a stable low-speed passage window for the train before the signal. This allows the train to calmly approach the signal at a constant and safe speed (e.g., 5 km / h), thus physically eliminating the "tailing" risk caused by early stopping of long train formations. This approach preserves the existing safety model to the greatest extent possible, reducing implementation risks. It does not create a completely new curve out of thin air, but rather modifies a mature and safety-verified initial braking curve (S302). This means that in most station approach sections, the train still follows braking logic that conforms to physical kinematics and safety regulations. This "based curve correction" technical approach not only realizes the special functions in difficult stopping scenarios but also inherits the safety protection model of the existing ATP system to the greatest extent, reducing the complexity and risk of system development and verification.

[0050] In some examples, such as Figure 4 As shown, when the distance between the train and the signal is less than a preset safe distance, controlling the train to brake includes:

[0051] S401. When the distance between the train and the signal is less than the preset safe distance, prompt the train to stop via the onboard human-machine interface.

[0052] S402. If a braking command is received, control the train to apply the brakes according to the braking command.

[0053] S403. If the front of the train is detected to have passed the position of the signal, the train shall be controlled to apply emergency braking.

[0054] Specifically, the onboard equipment monitors the distance between the train and the signal in real time and displays the opening speed and remaining distance through the onboard human-machine interface (DMI). When the distance between the train and the signal is less than the preset safe distance, the onboard HMI prompts the driver to perform a stopping operation, such as issuing an audible and visual warning to notify the driver that the train is approaching the stopping position and needs to perform a benchmark stopping operation.

[0055] When the driver confirms the stopping position and pulls the brake lever, the onboard equipment receives the manual braking command and controls the train braking system to apply service braking or full braking according to the command until the train comes to a smooth stop.

[0056] In some examples, if no braking command is received, but the train's front end is detected to have crossed the signal position, the train will be controlled to apply emergency braking. To avoid accidents, the onboard equipment continuously monitors the train's position. If it detects that the train's front end has crossed the track exit signal (running a red light), even if the speed is very low, the onboard equipment will immediately trigger an emergency braking command to ensure that the train stops safely within the overlapping protection zone and prevents it from running away from the target stopping point.

[0057] In some examples, to avoid prolonged occupation of overlapping protection resources in the station throat area, this embodiment also includes: monitoring the train's stopping time; when the stopping time reaches a preset unlocking time threshold, issuing a release command, which instructs the ground equipment to release the protection lock on the section where the target stopping point is located. State recovery: After the ground equipment unlocks, the onboard equipment deregisters the opening speed and returns to the normal control mode.

[0058] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0059] Based on the same concept, this application also provides a train entry control device, such as... Figure 5 As shown, the train entry control device includes:

[0060] The receiving module 501 is used to receive target stopping point and line information sent by the ground equipment. When the difference between the train's formation length and the length of the receiving platform track is less than the preset target length, the ground equipment sends out the target stopping point and line information.

[0061] Speed ​​module 502 is used to determine the train's opening speed based on the position of the signal on the receiving platform track, the target stopping point, and track information. The opening speed is the maximum allowable operating speed of the train when it reaches the position of the signal, and the emergency braking distance corresponding to the train running at the opening speed is less than the distance between the signal and the target stopping point.

[0062] The generation module 503 is used to generate the train's entry braking control curve based on the signal position and opening speed.

[0063] The control module 504 is used to control the train operation according to the station entry braking control curve, and to control the train braking when the distance between the train and the signal is less than the preset safe distance.

[0064] In some examples, the speed module 502 is also used to calculate the safety protection distance between the signal position and the target stopping point; determine the braking deceleration of the train during emergency braking based on the track gradient contained in the track information; calculate the maximum speed value that makes the emergency braking distance of the train less than the safety protection distance based on the safety protection distance and the braking deceleration, and determine the maximum speed value as the opening speed.

[0065] In some examples, the generation module 503 is also used to obtain a pre-set braking starting point and take the position of the signal as the braking ending point; generate an initial braking curve based on the train's braking performance parameters, the braking starting point and the braking ending point; and modify the initial braking curve based on the opening speed to obtain the station entry braking control curve.

[0066] In some examples, the generation module 503 is also used to compare the limiting speed at each position point in the initial braking curve with the opening speed; at position points where the limiting speed of the initial braking curve is less than the opening speed, the limiting speed of the entry braking control curve is modified to the opening speed to obtain the entry braking control curve.

[0067] In some examples, the control module 504 is also used to prompt for a stop operation via the onboard human-machine interface when the distance between the train and the signal is less than a preset safe distance;

[0068] If a braking command is received, the train will be controlled to apply the brakes according to the braking command.

[0069] If the train's front end is detected to have passed the signal position, the train will be brought to emergency braking.

[0070] In some examples, the device is also used to monitor the duration of train stops; when the duration of stops reaches a preset unlocking duration threshold, an unlocking command is issued, which instructs ground equipment to release the protection lock on the section of track where the target stopping point is located.

[0071] According to the solution provided in this application, the system receives target stopping point and track information sent by ground equipment. When the difference between the train's formation length and the length of the receiving platform track is less than a preset target length, the ground equipment sends out the target stopping point and track information. Based on the position of the signal on the receiving platform track, the target stopping point, and the track information, the system determines the train's departure speed. The departure speed is the maximum permissible operating speed of the train when it reaches the signal position, and the emergency braking distance corresponding to the train running at the departure speed is less than the distance between the signal and the target stopping point. Based on the signal position and departure speed, the system generates a train entry braking control curve. The system controls the train's operation according to the entry braking control curve, and brakes the train when the distance between the train and the signal is less than a preset safety distance. This application determines the train's departure speed based on the position of the signal on the receiving platform track, the target stopping point, and the track information when the difference between the train's formation length and the length of the receiving platform track is less than a preset target length. The subsequent station entry braking control curve ensures that the train's speed at the signal position is the opening speed, thus breaking the limitation of the existing technology that the speed must be reduced to zero at the signal. By using the safe distance between the signal and the target stopping point to obtain the train's passing speed, and ensuring that the emergency braking distance of the train running at the opening speed is less than the distance between the signal and the target stopping point, long train formations can stop close to the signal. This effectively solves the problem that the rear of long trains cannot fully enter the track due to "premature stopping", thereby improving the utilization rate of the station track and the efficiency of train reception and departure operations. It also avoids the problem in the existing technology that the train cannot fully enter the receiving platform track when the signal is the absolute stopping point.

[0072] Figure 6 This is a schematic diagram of the electronic device 6 provided in an embodiment of this application. Figure 6 As shown, the electronic device 6 in this embodiment includes a processor 601, a memory 602, and a computer program 603 stored in the memory 602 and executable on the processor 601. When the processor 601 executes the computer program 603, it implements the steps in the various method embodiments described above. Alternatively, when the processor 601 executes the computer program 603, it implements the functions of each module / unit in the various train entry control device embodiments described above.

[0073] Electronic device 6 can be a desktop computer, laptop, handheld computer, cloud server, or other electronic device. Electronic device 6 may include, but is not limited to, processor 601 and memory 602. Those skilled in the art will understand that... Figure 6 This is merely an example of electronic device 6 and does not constitute a limitation on electronic device 6. It may include more or fewer components than shown, or different components.

[0074] The processor 601 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0075] The memory 602 can be an internal storage unit of the electronic device 6, such as a hard disk or RAM of the electronic device 6. The memory 602 can also be an external storage device of the electronic device 6, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, Flash Card, etc., equipped on the electronic device 6. The memory 602 can also include both internal and external storage units of the electronic device 6. The memory 602 is used to store computer programs and other programs and data required by the electronic device.

[0076] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed. That is, the internal structure of the train entry control device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0077] If an integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program may include computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium may include: any entity or train entry control device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to regional requirements and patent practice requirements. For example, in some regions, according to regional requirements and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0078] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application 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. Such 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 this application, and should all be included within the protection scope of this application.

Claims

1. A train entry control method, characterized in that, The method includes: The system receives target stopping point and line information sent by ground equipment. The ground equipment sends out the target stopping point and line information when the difference between the train's formation length and the length of the receiving platform track is less than a preset target length. Based on the location of the signal on the receiving platform track, the target stopping point, and the track information, the train's departure speed is determined. The departure speed is the maximum permissible operating speed of the train when it reaches the location of the signal, and the emergency braking distance corresponding to the train running at the departure speed is less than the distance between the signal and the target stopping point; the location of the signal is different from the location of the target stopping point. Based on the position of the signal and the opening speed, the train's entry braking control curve is generated; The train is controlled to run according to the station entry braking control curve, and the train is braked when the distance between the train and the signal is less than the preset safe distance.

2. The method according to claim 1, characterized in that, Based on the location of the signal on the receiving platform track, the target stopping point, and the track information, the train's departure speed is determined, including: Calculate the safe protection distance between the position of the signal and the target parking point; Based on the track gradient contained in the track information, determine the braking deceleration of the train during emergency braking; Based on the safety protection distance and the braking deceleration, calculate the maximum speed value that makes the emergency braking distance of the train less than the safety protection distance, and determine the maximum speed value as the opening speed.

3. The method according to claim 1, characterized in that, Based on the position of the signal and the opening speed, the train's entry braking control curve is generated, including: Obtain the pre-set braking starting point and use the position of the signal as the braking endpoint; An initial braking curve is generated based on the braking performance parameters of the train, the braking start point, and the braking end point. The initial braking curve is modified based on the opening speed to obtain the entry braking control curve.

4. The method according to claim 3, characterized in that, The initial braking curve is modified based on the opening speed to obtain the entry braking control curve, including: Compare the limiting speed at each position point in the initial braking curve with the opening speed; At a point where the limiting speed of the initial braking curve is less than the opening speed, the limiting speed of the entry braking control curve is modified to the opening speed to obtain the entry braking control curve.

5. The method according to claim 1, characterized in that, When the distance between the train and the signal is less than a preset safe distance, controlling the train to brake includes: When the distance between the train and the signal is less than a preset safe distance, the train will be prompted to stop via the onboard human-machine interface. If a braking command is received, the train is controlled to apply the braking force according to the braking command. If the front end of the train is detected to have passed the position of the signal, the train is controlled to apply emergency braking.

6. The method according to claim 1, characterized in that, The method further includes: Monitor the stopping time of the train; When the parking duration reaches a preset unlocking duration threshold, an unlocking command is issued, which instructs the ground equipment to unlock the protection lock on the road segment where the target parking point is located.

7. A train entry control device, characterized in that, The train entry control device includes: The receiving module is used to receive target stopping point and line information sent by ground equipment. The ground equipment sends out the target stopping point and line information when the difference between the train's formation length and the length of the receiving platform track is less than a preset target length. The speed module is used to determine the train's opening speed based on the position of the signal on the receiving platform track, the target stopping point, and the track information. The opening speed is the maximum permissible operating speed of the train when it reaches the position of the signal, and the emergency braking distance corresponding to the train running at the opening speed is less than the distance between the signal and the target stopping point; the position of the signal is different from the position of the target stopping point. The generation module is used to generate the train's entry braking control curve based on the position of the signal and the opening speed; The control module is used to control the train operation according to the station entry braking control curve, and to control the train to brake when the distance between the train and the signal is less than a preset safe distance.

8. The apparatus according to claim 7, characterized in that, The speed module is also used to calculate the safe protection distance between the position of the signal and the target stopping point; determine the braking deceleration of the train during emergency braking based on the track gradient contained in the track information; calculate the maximum speed value that makes the emergency braking distance of the train less than the safe protection distance based on the safe protection distance and the braking deceleration, and determine the maximum speed value as the opening speed.

9. 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 computer program, it implements the steps of the method as described in any one of claims 1 to 6.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 6.

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