Automatic turn-back control method and device behind train station, storage medium, vehicle-mounted equipment, train dispatching system and computer program product

Abstract

The invention relates to a train post-station automatic turn-back control method and device, a storage medium, vehicle-mounted equipment, a train dispatching system and a computer program product, and the method comprises the steps that a post-station automatic turn-back plan is received, and the post-station automatic turn-back plan comprises target turn-back line information and target station track information; a first driving permission from the train dispatching system is repeatedly detected, and after the first driving permission is detected every time, the train is controlled to run towards the direction of the target turning line according to the travelable distance indicated by the first driving permission until it is confirmed that the train arrives at the target turning line; and a second driving permission from the train dispatching system is repeatedly detected, and after the second driving permission is detected every time, the train is controlled to run from the target turning line to the direction of the target station track according to the travelable distance indicated by the second driving permission until it is confirmed that the train arrives at the target station track. According to the scheme, the automatic turn-back efficiency of the train can be improved on the premise that safe running of the train is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of automatic train turnaround control technology, specifically to a method and device for automatic train turnaround control after a station, a storage medium, on-board equipment, a train dispatching system, and a computer program product. Background Technology

[0002] The Chinese Train Control System (CTCS) is a signaling system widely used on China's main railway lines, intercity railways, and some urban railways. In previous years, CTCS systems (including CTCS-0, CTCS-2, CTCS-3, CTCS2+ATO, CTCS3+ATO, and CTCS-N) lacked automatic turnaround functionality, requiring manual control of train turnarounds. Specifically, manual turnaround involved manually driving the train onto the target turnaround track, manually closing the driver's cab at the local end (e.g., train A end) (the onboard signaling equipment also shuts down), walking to the other end of the train (e.g., train B end) to manually switch ends, and then manually driving the train from the target turnaround track to the target track. After the onboard signaling equipment at train B end started and completed its self-check, the driver needed to re-enter the train number, driver number, and Temporary Speed ​​Restriction Server (TSRS) ID, making the process cumbersome and time-consuming, typically taking more than 2 minutes. If a single driver is used, taking an 8-car EMU trainset of 200.5m in length as an example, the driver still needs to walk from the front of the train to the rear, which takes about 3 minutes. Therefore, the aforementioned end-changing time would be more than 5 minutes. For a 16-car EMU trainset, the end-changing time would be more than 8 minutes. Adding the travel time for the train to enter and exit the turnaround track during the turnaround, the turnaround time using manual end-changing typically reaches 10-15 minutes.

[0003] With the increasing frequency of train services, especially in some urban and intercity railways with high requirements for tracking intervals, the above-mentioned manual turnaround method is no longer able to meet operational needs. There is an urgent need to adopt automatic turnaround to shorten turnaround time and intervals, thus creating conditions for achieving the tracking interval target across the entire line.

[0004] Existing automatic turnaround control schemes primarily rely on track circuit technology to determine the status of each track segment (which is pre-divided into sections) between the train's current position and the target turnaround line. A train operation permit is only sent to the train's onboard equipment when all track segments between the train's current position and the target turnaround line are idle (e.g., no other trains are occupying them). This instructs the train to proceed directly from its current position to the target turnaround line. Correspondingly, the method for sending the train operation permit during the process of the train moving from the target turnaround line to the target track (i.e., the track the train approaches and stops at after turning back at the target turnaround line) is the same as described above.

[0005] However, in the above-mentioned automatic turnaround control scheme, if any track section between the train's current position and the target turnaround line, or between the target turnaround line and the target track, is not idle, the train will remain stationary and unable to move forward, resulting in low automatic turnaround efficiency. Summary of the Invention

[0006] The technical problem solved by the embodiments of the present invention is how to improve the efficiency of automatic train turnaround as much as possible while ensuring the safety of train driving.

[0007] To address the aforementioned technical problems, this invention provides a method for controlling automatic train turnaround after a station, applied to onboard equipment. The method includes: receiving an automatic turnaround plan after a station, the automatic turnaround plan including target turnaround line information and target track information, the target turnaround line information indicating the target turnaround line the train is heading towards, and the target track information indicating the target track the train is heading towards via the target turnaround line; repeatedly detecting a first train operation permit from the train dispatching system, and each time the first train operation permit is detected, controlling the train to travel towards the target turnaround line according to the travel distance indicated by the first train operation permit, until it is confirmed that the train has reached the target turnaround line; repeatedly detecting a second train operation permit from the train dispatching system, and each time the second train operation permit is detected, controlling the train to travel from the target turnaround line towards the target track according to the travel distance indicated by the second train operation permit, until it is confirmed that the train has reached the target track.

[0008] Optionally, the method further includes: whenever a stop-run command is received from the train dispatching system, controlling the train to suspend operation; repeatedly sending a train operation inquiry to the train dispatching system until a first or second train operation permission is detected from the train dispatching system, the train operation inquiry being used to confirm with the train dispatching system whether the train can continue to run; wherein, during the period from issuing the stop-run command to issuing the first or second train operation permission for the first time thereafter, the train dispatching system suspends sending the first and second train operation permissions.

[0009] Optionally, the first train operation permission and / or the second train operation permission are detected at each first cycle interval; repeatedly sending train operation inquiries to the train dispatching system includes: sending the train operation inquiry to the train dispatching system at each second cycle interval; wherein the duration of the first cycle is shorter than the duration of the second cycle.

[0010] Optionally, the second train operation permit further includes route information, which includes the route information required for the train to travel from its current position toward the target track in the ATO mode of the fully monitored mode. Controlling the train to travel from the target turnaround line toward the target track according to the travel distance indicated by the second train operation permit includes: controlling the train to travel in the ATO mode of the fully monitored mode toward the target track according to the travel distance indicated by the second train operation permit and the route information for traveling from the current position toward the target track. Wherein, the train's speed in the ATO mode of the fully monitored mode is greater than the train's speed in the ATO mode of the partially monitored mode, and the maximum travel distance of the train in the ATO mode of the fully monitored mode is greater than the maximum travel distance of the train in the ATO mode of the partially monitored mode.

[0011] This invention also provides a method for controlling automatic turnaround after a train station, applied to a train dispatching system, comprising: receiving an automatic turnaround plan after a station, the automatic turnaround plan including target turnaround line information and target track information, the target turnaround line information indicating the target turnaround line to which the train is heading, and the target track information indicating the target track to which the train is heading via the target turnaround line; repeatedly sending a first travel permission containing a drivable distance to the onboard equipment until it is confirmed that the train has reached the target turnaround line, wherein the first travel permission instructs the onboard equipment to control the train to travel in the direction of the target turnaround line according to the drivable distance; repeatedly sending a second travel permission containing a drivable distance to the onboard equipment until it is confirmed that the train has reached the target track, wherein the second travel permission instructs the onboard equipment to control the train to travel from the target turnaround line to the target track according to the drivable distance.

[0012] Optionally, repeatedly sending a first driving permit containing the drivable distance to the on-board equipment includes: determining whether a first driving condition is met at each first cycle interval; after confirming that the first driving condition is met each time, determining the drivable distance of the train and sending a first driving permit containing the drivable distance to the on-board equipment; and / or, repeatedly sending a second driving permit containing the drivable distance to the on-board equipment includes: determining whether a second driving condition is met at each first cycle interval; after confirming that the second driving condition is met each time, determining the drivable distance of the train and sending a second driving permit containing the drivable distance to the on-board equipment.

[0013] Optionally, the first driving condition and / or the second driving condition are selected from any one of the following: the first virtual track segment on the route the train is traveling is in an idle state, the virtual track segment is obtained by dividing the route into track segments; the distance between the current position of the train and the current position of the previous adjacent train is greater than or equal to a preset distance threshold; wherein, the previous adjacent train is the train that is adjacent to the current position of the train on the route the train is traveling.

[0014] Optionally, the drivable distance is obtained by subtracting a preset safety distance from the distance between the current position of the train and the current position of the preceding adjacent train; wherein the preceding adjacent train is the train adjacent to the current position of the train on the route of the train.

[0015] Optionally, the method further includes: whenever it is confirmed that the conditions for suspending train operation are met, sending a suspension command to the on-board equipment, the suspension command being used to instruct the on-board equipment to control the train to suspend operation; suspending the sending of the first and second train operation permits to the on-board equipment until a train operation inquiry is received from the on-board equipment and it is confirmed that the first train operation conditions are met, and then continuing to send the first train operation permit to the on-board equipment, or until a train operation inquiry is received from the on-board equipment and it is confirmed that the second train operation conditions are met, and then continuing to send the second train operation permit to the on-board equipment.

[0016] Optionally, the suspension of train operation conditions are selected from any of the following: the first virtual track segment on the train's route is not idle, the virtual track segment is obtained by dividing the route into track segments; the distance between the current position of the train and the current position of the previous adjacent train is less than a preset distance threshold; wherein, the previous adjacent train is the train adjacent to the current position of the train on the train's route.

[0017] This invention also provides a train automatic turnaround control device after a station, comprising: an automatic turnaround plan receiving module for receiving an automatic turnaround plan after a station, the automatic turnaround plan including target turnaround line information and target track information, the target turnaround line information indicating the target turnaround line to which the train is heading, and the target track information indicating the target track to which the train is heading via the target turnaround line; a first train operation permit detection module for repeatedly detecting a first train operation permit from the train dispatching system, and controlling the train to travel towards the target turnaround line according to the travel distance indicated by the first train operation permit after each detection, until it is confirmed that the train has reached the target turnaround line; and a second train operation permit detection module for repeatedly detecting a second train operation permit from the train dispatching system, and controlling the train to travel from the target turnaround line towards the target track according to the travel distance indicated by the second train operation permit after each detection, until it is confirmed that the train has reached the target track.

[0018] This invention also provides a train automatic turnaround control device after a station, comprising: an automatic turnaround plan receiving module for receiving an automatic turnaround plan after a station, the automatic turnaround plan including target turnaround line information and target track information, the target turnaround line information indicating the target turnaround line to which the train is heading, and the target track information indicating the target track to which the train is heading via the target turnaround line; a first train operation permit sending module for repeatedly sending a first train operation permit including a drivable distance to the onboard equipment until it is confirmed that the train has reached the target turnaround line, wherein the first train operation permit instructs the onboard equipment to control the train to travel in the direction of the target turnaround line according to the drivable distance; and a second train operation permit sending module for repeatedly sending a second train operation permit including a drivable distance to the onboard equipment until it is confirmed that the train has reached the target track, wherein the second train operation permit instructs the onboard equipment to control the train to travel from the target turnaround line to the target track according to the drivable distance.

[0019] This invention also provides a storage medium storing a computer program, which, when executed by a processor, performs the steps of the above-described automatic train turnaround control method after a station.

[0020] This invention also provides an on-board device, including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor runs the computer program, it executes the steps of the above-described automatic turnaround control method for trains after stations.

[0021] This invention also provides a train dispatching system, including a memory and a processor. The memory stores a computer program that can run on the processor. The system is characterized in that when the processor runs the computer program, it executes the steps of the above-described automatic train turnaround control method after a station.

[0022] This invention also provides a computer program product, including a computer program, which, when run by a processor, executes the steps of the above-described automatic train turnaround control method after a station.

[0023] Compared with the prior art, the technical solution of the embodiments of the present invention has the following beneficial effects:

[0024] In existing automatic turnaround control schemes, in the direction of travel from the turnaround station platform track (or starting track) to the target turnaround line, the train will only receive a driving permit and depart after confirming that all track sections between the turnaround station platform track and the target turnaround line are idle; similarly, in the direction of travel from the target turnaround line to the target track, the train will only receive a driving permit and depart after confirming that all track sections between the target turnaround line and the target track are idle. If any track section is not idle, the train will remain stationary, resulting in low efficiency for automatic turnaround. In contrast, in this embodiment of the invention, by repeatedly detecting driving permits from the train dispatching system (specifically including the first driving permit required for travel towards the target turnaround line and the second driving permit required for travel from the target turnaround line to the target track), the train can be controlled to move forward according to the travel distance indicated by the driving permit after each detection. Therefore, the efficiency of automatic turnaround can be effectively improved while ensuring driving safety. Attached Figure Description

[0025] Figure 1 This is a flowchart of a train automatic turnaround control method according to an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of the automatic turnaround of a train after a station in a typical application scenario according to an embodiment of the present invention;

[0027] Figure 3 This is a flowchart of another automatic train turnaround control method in an embodiment of the present invention;

[0028] Figure 4 This is a data flow diagram of a train automatic turnaround control method in a typical application scenario of an embodiment of the present invention;

[0029] Figure 5 This is a schematic diagram of the structure of an automatic train turnaround control device after a station according to an embodiment of the present invention;

[0030] Figure 6 This is a schematic diagram of the structure of an automatic turnaround control device for trains after a station, according to an embodiment of the present invention. Detailed Implementation

[0031] To make the above-mentioned objectives, features and beneficial effects of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0032] Reference Figure 1 , Figure 1 This is a flowchart of a train automatic turnaround control method according to an embodiment of the present invention. The method can be applied to onboard equipment of the train, which can be a terminal device configured on the train and having data processing, data communication and train driving control functions, such as, but not limited to, computers, servers, cloud platforms, etc.

[0033] The automatic train turnaround control method after station may include steps S11 to S13:

[0034] Step S11: Automatic turnaround plan after receiving station. The automatic turnaround plan after receiving station includes target turnaround line information and target track information. The target turnaround line information is used to indicate the target turnaround line to which the train is heading, and the target track information is used to indicate the target track to which the train is heading via the target turnaround line.

[0035] Step S12: Repeatedly detect the first train operation permission from the train dispatching system. Each time the first train operation permission is detected, control the train to travel in the direction of the target turnaround line according to the travel distance indicated by the first train operation permission, until it is confirmed that the train has reached the target turnaround line.

[0036] Step S13: Repeatedly detect the second train operation permission from the train dispatching system. Each time the second train operation permission is detected, control the train to travel from the target turnaround line toward the target track according to the travel distance indicated by the second train operation permission, until it is confirmed that the train has reached the target track.

[0037] The following combination Figure 2 This document explains the key states and locations involved in the automatic turnaround process of the train. Figure 2 This is a schematic diagram of the automatic turnaround state of a train after a station in a typical application scenario of an embodiment of the present invention.

[0038] The track where a train initially stops at a turnaround station can be called the turnaround station platform track (or the starting track); the line from which the train travels to for turnaround (changing direction of travel) can be called the turnaround track. Specifically, the turnaround track refers to a line set up at the terminal stations or intermediate stations at both ends of a line specifically for changing the direction of train travel, so that turnaround trains can operate; the track to which the train travels after changing direction at the target turnaround track and finally stops can be called the target track. Figure 2 Two turnaround lines (including turnaround line 1 and turnaround line 2) are shown, wherein turnaround line 1 is the target turnaround line used for post-station turnaround in this embodiment.

[0039] In the specific implementation of step S11, the automatic turnaround plan after the station can be sent by the Centralized Traffic Control System (CTC). Specifically, the CTC can send the automatic turnaround plan after the station to the onboard equipment via a third-party server, such as a Temporary Speed ​​Restriction Server (TSRS). The automatic turnaround plan includes not only the target turnaround line information and the target track information, but also the starting track information (i.e., information indicating the track where the train initially stops at the turnaround station). In practical applications, the CTC can send the automatic turnaround plan after the station at an appropriate time before the train arrives at the turnaround station, for example, when the train arrives at two stations before the turnaround station.

[0040] In a specific implementation of step S12, the on-board equipment may employ a periodic detection method to repeatedly detect the first train travel permit from the train dispatching system. This first travel permit includes the train's travel distance, its direction of travel, and other appropriate information required for the train to travel from the starting track (or current position) towards the target turnaround line, such as train route information (or travel path information).

[0041] The train dispatching system may include a Radio Block Center (RBC).

[0042] In the specific implementation of step S13, similar to the method of detecting the first train operation permit, the on-board equipment can also adopt a periodic detection method to repeatedly detect the first train operation permit from the train dispatching system. The second train operation permit includes the train's travel distance and may also include other appropriate information required for the train to travel from the target turnaround line (or current position) towards the target track, such as the train's route information (or travel path information).

[0043] Furthermore, the second train operation permit also includes route information, which includes the route information required for the train to travel from the current position towards the target track in the ATO mode of the fully monitored mode. In step S13, controlling the train to travel from the target turnaround line towards the target track according to the travel distance indicated by the second train operation permit can specifically include: controlling the train to travel towards the target track in the ATO mode of the fully monitored mode according to the travel distance indicated by the second train operation permit and the route information for traveling from the current position towards the target track; wherein, the train's speed in the ATO mode of the fully monitored mode is greater than the train's speed in the ATO mode of the partially monitored mode, and the maximum travel distance of the train in the ATO mode of the fully monitored mode is greater than the maximum travel distance of the train in the ATO mode of the partially monitored mode.

[0044] In specific implementation, the route information included in the second travel permission (i.e., the route information required by the train in the ATO mode of full monitoring mode, which is the direction of travel from the current position toward the target track) can be obtained from the Radio Block Center (RBC) via wireless communication.

[0045] ATO mode, short for Automatic Train Operation, utilizes automation technology to enable automatic train operation, stopping, and door opening / closing. In ATO mode, the train automatically adjusts its speed based on received speed commands, performs operational control, and performs station-based positioning and stopping control as it approaches a station. The application of ATO technology enables automatic train arrival, stopping, departure, turnaround, and entry / exit from the depot, significantly enhancing the passenger travel experience.

[0046] More specifically, ATO mode can include ATO mode in full monitoring mode and ATO mode in partial monitoring mode. Since the speed and maximum travel distance of trains in ATO mode in full monitoring mode are greater than those in ATO mode in partial monitoring mode, ATO mode in full monitoring mode requires more route information than ATO mode in partial monitoring mode. The additional route information includes route speed limits, gradient information, etc.

[0047] It should be noted that in existing conventional technologies, the source of the travel route information required for the ATO mode in the full train monitoring mode is the ground transponder. The prerequisite for the ground transponder to transmit the train travel route information is that the train passes over the ground transponder. Therefore, when the train is traveling from the target turnaround line towards the target track, before the train passes over the ground transponder, due to the lack of some route information, the train can only enter the ATO mode in the partial monitoring mode. Only after the train starts moving and passes over the ground transponder can it switch to the ATO mode in the full monitoring mode.

[0048] In contrast, in this embodiment of the invention, the onboard equipment can directly obtain the line information required by the train in the ATO mode under full monitoring mode from the train dispatching system, without having to obtain this information through the ground transponder. That is, there is no need to switch from ATO mode under partial monitoring mode to ATO mode under full monitoring mode. Instead, the train can enter ATO mode under full monitoring mode immediately after departure from the target turnaround line, thereby enabling it to travel from the target turnaround line to the target track more quickly and efficiently, further improving the efficiency of automatic turnaround.

[0049] Furthermore, the method further includes: whenever a stop-run command is received from the train dispatching system, controlling the train to suspend operation; repeatedly sending a train operation inquiry to the train dispatching system until a first or second train operation permission is detected from the train dispatching system, the train operation inquiry being used to confirm with the train dispatching system whether the train can continue to run; wherein, during the period from issuing the stop-run command to issuing the first or second train operation permission for the first time thereafter, the train dispatching system suspends sending the first and second train operation permissions.

[0050] Furthermore, the first train operation permission and / or the second train operation permission are detected at each first cycle interval; repeatedly sending train operation inquiries to the train dispatching system includes: sending the train operation inquiry to the train dispatching system at each second cycle interval; wherein the duration of the first cycle is less than the duration of the second cycle.

[0051] In this embodiment of the invention, when a train is stopped, the train dispatching system no longer issues repeated travel permits. Instead, the onboard equipment proactively inquires with the train dispatching system whether the train can continue its journey. This effectively reduces the resource overhead of the train dispatching system due to repeatedly calculating the travel distance and sending travel permits during prolonged stops. Furthermore, by setting the cycle for the onboard equipment to send travel inquiries to the train dispatching system to be longer than the cycle for detecting travel permits from the train dispatching system when the train is stopped, the resource overhead of the onboard equipment can also be effectively reduced during prolonged stops.

[0052] It should be pointed out that, Figure 1 In the illustrated embodiment, steps S12 and S13 can be executed by one set of on-board equipment or by two independent sets of on-board equipment, for example, they can be referred to as the first on-board equipment (or A-end on-board equipment) and the second on-board equipment (or B-end on-board equipment). A-end and B-end can be opposite ends of the train, such as the front and rear of the train. Accordingly, A-end on-board equipment can refer to the on-board equipment located at the front of the train, and B-end on-board equipment can refer to the on-board equipment located at the rear of the train. The front and rear of the train are relative to the direction of travel. In one direction of travel (e.g., from the starting track towards the target turnaround line), A-end can be the front and B-end can be the rear; in the opposite direction of travel (e.g., from the target turnaround line towards the target track), A-end can be the rear and B-end can be the front.

[0053] Reference Figure 3 , Figure 3 This is a flowchart of another automatic train turnaround control method according to an embodiment of the present invention. This other automatic train turnaround control method can be applied to a train dispatching system, which can be a terminal device or system capable of data processing, data communication, and sending train operation permits. The train dispatching system may include a Relay Bus Control (RBC).

[0054] The other automatic train turnaround control method after station may include steps S31 to S33.

[0055] In step S31, the automatic turnaround plan after receiving the station is implemented. The automatic turnaround plan after receiving the station includes target turnaround line information and target track information. The target turnaround line information is used to indicate the target turnaround line to which the train is heading, and the target track information is used to indicate the target track to which the train is heading via the target turnaround line.

[0056] In step S32, a first travel permission containing the drivable distance is repeatedly sent to the on-board equipment until it is confirmed that the train has reached the target turnaround line. The first travel permission is used to instruct the on-board equipment to control the train to travel in the direction of the target turnaround line according to the drivable distance.

[0057] In step S33, a second travel permission containing the drivable distance is repeatedly sent to the on-board equipment until it is confirmed that the train has reached the target track. The second travel permission is used to instruct the on-board equipment to control the train to travel from the target turnaround line toward the target track according to the drivable distance.

[0058] Furthermore, the step of repeatedly sending a first driving permit containing the drivable distance to the on-board equipment includes: determining whether the first driving condition is met at each first cycle interval; after confirming that the first driving condition is met each time, determining the drivable distance of the train, and sending a first driving permit containing the drivable distance to the on-board equipment.

[0059] Furthermore, the step of repeatedly sending a second driving permit containing the drivable distance to the on-board equipment includes: determining whether the second driving conditions are met at each first cycle interval; after confirming that the second driving conditions are met each time, determining the drivable distance of the train, and sending a second driving permit containing the drivable distance to the on-board equipment.

[0060] Furthermore, the first driving condition and / or the second driving condition are selected from any one of the following:

[0061] (1) On the train's route, the first virtual track segment is in an idle state. The virtual track segment is obtained by dividing the route into track segments (e.g., dividing it into equal intervals according to a preset length, or dividing it into non-equal intervals based on factors such as turnout location, minimum / maximum track length, or other appropriate factors). It should be noted that the virtual track segment is not a physical track segment obtained by segmenting the train's track, but a virtual track segment obtained by software division.

[0062] (2) The distance between the current position of the train and the current position of the previous adjacent train is greater than or equal to a preset distance threshold; wherein the previous adjacent train is the train that is adjacent to the current position of the train on the route of the train.

[0063] Specifically, the train's travel route is a directional route. During the train's journey towards the target turnaround line, this specifically refers to the route the train takes from its current position (or starting track) to the target turnaround line; conversely, during the train's journey from the target turnaround line towards the target track, the train's travel route specifically refers to the route the train takes from its current position (or target turnaround line) to the target track.

[0064] In specific implementation, the drivable distance is obtained by subtracting a preset safety distance from the distance between the current position of the train and the current position of the preceding adjacent train; wherein, the preceding adjacent train is the train adjacent to the current position of the train on the route of the train.

[0065] Furthermore, the method also includes: whenever it is confirmed that the conditions for suspending train operation are met, sending a suspension command to the on-board equipment, the suspension command being used to instruct the on-board equipment to control the train to suspend operation; suspending the sending of the first and second train operation permits to the on-board equipment until a train operation inquiry is received from the on-board equipment and it is confirmed that the first train operation conditions are met, and then continuing to send the first train operation permit to the on-board equipment, or until a train operation inquiry is received from the on-board equipment and it is confirmed that the second train operation conditions are met, and then continuing to send the second train operation permit to the on-board equipment.

[0066] about Figure 3 For more detailed information on the implementation methods, principles, and technical effects of steps S31 to S33 in the illustrated embodiments, please refer to the preceding text and related information. Figure 1 , Figure 2 The relevant descriptions will not be repeated here.

[0067] In this embodiment of the invention, by repeatedly detecting train operation permits from the train dispatching system (specifically including a first train operation permit required for travel towards the target turnaround line, and a second train operation permit required for travel from the target turnaround line towards the target track), the train can be controlled to move forward each time a train operation permit is detected. Therefore, compared to the prior art, which requires confirmation that all track sections between the turnaround station platform track (or starting track) and the target turnaround line are idle in the travel direction from the turnaround station platform track (or starting track) to the target turnaround line, and requires confirmation that all track sections between the target turnaround line and the target track are idle in the travel direction from the target turnaround line to the target track, before the train can receive a train operation permit and depart, this implementation scheme can effectively improve the efficiency of automatic train turnaround while ensuring driving safety.

[0068] Reference Figure 4 , Figure 4 This is a data flow diagram of an automatic train turnaround control method in a typical application scenario according to an embodiment of the present invention. In this embodiment, the executing entity that repeatedly detects the first train operation permission from the train dispatching system 43 and controls the train to travel towards the target turnaround line is the first on-board equipment 41, and the executing entity that repeatedly detects the second train operation permission from the train dispatching system 43 and controls the train to travel from the target turnaround line towards the target track is the second on-board equipment 42. The first on-board equipment 41 can refer to the on-board equipment installed at end A of the train, and the second on-board equipment 42 can refer to the on-board equipment installed at end B of the train. For a description of the train ends A and B, please refer to the preceding description; it will not be repeated here.

[0069] In step S41, the first onboard device 41 confirms the automatic turnaround plan after receiving the station.

[0070] In practice, the automatic turnaround plan after the station can come from the CTC; furthermore, the CTC can send the automatic turnaround plan after the station to the first on-board equipment 41 via a third-party server, such as the Temporary Speed ​​Restriction Server (TSRS).

[0071] In step S42, the first onboard device 41 confirms that the turnaround preparation conditions are met.

[0072] The turnaround preparation conditions may include, but are not limited to: the Automatic Train Protection (ATP) system at both ends of the train (A and B), the first onboard equipment 41, and the second onboard equipment 42 are functioning normally and the train-to-ground communication is normal; the train stops steadily and accurately on the starting track; it is confirmed that the automatic turnaround plan sent by the CTC has been received; the first onboard equipment 41 is in automatic tour bus (ATO) mode and the second onboard equipment 42 is in sleep mode.

[0073] In specific implementation, before step S42, the first onboard device 41 can issue a turnback prompt signal. For example, the turnback prompt signal can be issued through a human-machine interface (DMI) device; the turnback prompt signal can instruct the driver, if there is a driver on the train, that the train is ready to turn back. After step S42, the automatic turnback button (ATB) on the A-end driver's cab can be controlled to flash a green light.

[0074] In step S43, the first on-board device 41 confirms that the departure conditions are met.

[0075] The departure conditions may include, but are not limited to: no emergency braking warning received; ATP at both ends of the train (A and B) is functioning normally; the first onboard equipment 41 is allowed to control the train's movement via ATO mode; the ATO system of the first onboard equipment 41 receives a permitted speed from the ATP; the travel distance indicated by the ATP's driving permission is greater than the train length; the driver's cab direction handles at both ends of the train (A and B) are in the neutral position (wherein, the direction handle at end A is equivalent to forward, and is actually in the neutral position), and the traction and braking handles are in the zero position; the first onboard equipment 41 is in automatic driving (ATO) mode; and the second onboard equipment 42 is functioning normally and is in sleep mode.

[0076] Furthermore, after step S42 and before step S43, the first onboard device 41 can also perform the following operations: in response to receiving the automatic turnaround button being triggered on the train A-end driver's cab (specifically, after the train doors close and the platform doors close in conjunction, the driver triggers the button), it controls the button indicator light to illuminate a stable green light and sends a turnaround packet to the train dispatching system 43. It can also prompt the driver to close the A-end driver's cab via DMI, wherein the turnaround packet may contain the automatic turnaround plan after the station. After confirming that the driver's cab is closed, the first onboard device 41 can also issue a turnaround activation signal, which is used to indicate that after the train A-end driver's cab is closed, the equipment related to turnaround on the train A end must remain in working condition.

[0077] Furthermore, after step S43, the first on-board device 41 can control the ATO start button to illuminate a stable green light.

[0078] In step S44, the train dispatching system 43 confirms receipt of the automatic turnaround plan after the station.

[0079] In specific implementation, the automatic turnaround plan after the station may be sent to the train dispatching system 43 by the first onboard equipment 41 in the form of a turnaround package; or it may be sent to the train dispatching system 43 by the CTC at an appropriate time; or it may be issued by other appropriate entities, such as the Computer Based Interlocking (CBI) system or the Train Control Center and Interlocking Integrated System (TIS).

[0080] In step S45, the train dispatching system 43 repeatedly sends a first travel permission containing the drivable distance to the first onboard equipment 41 until it is confirmed that the train has reached the target turnaround line. The first travel permission instructs the onboard equipment to control the train to travel towards the target turnaround line according to the drivable distance.

[0081] In step S46, the first on-board equipment 41 repeatedly detects the first train operation permission from the train dispatching system 43. Each time the first train operation permission is detected, the train is controlled to travel in the direction of the target turnaround line according to the travel distance indicated by the first train operation permission, until it is confirmed that the train has reached the target turnaround line.

[0082] Furthermore, after the first onboard device 41 confirms that the vehicle has come to a complete stop at the target turnaround line, it can also send a stop feedback signal to the CTC. Specifically, the stop feedback signal can be sent to the CTC via the TSRS.

[0083] Furthermore, prior to step S46, the CTC typically sends a request to the CBI or TIS to request a turnaround route. This request is used to request the CBI or TIS to provide route information for the train to travel toward the target turnaround line. This route information is then provided to the train dispatching system 43.

[0084] In step S47, the first on-board equipment 41 sends a switching request to the second on-board equipment 42, the switching request being used to instruct the transfer of train driving control to the second on-board equipment.

[0085] Furthermore, before step S47, the first onboard equipment 41 can also confirm that the switching conditions are met. The switching conditions include, but are not limited to: confirming that the train has come to a complete stop at the target turnaround line; the first onboard equipment 41 is in ATO mode; the second onboard equipment 42 is in sleep mode; the first onboard equipment 41 and the second onboard equipment 42 are working and communicating normally; the direction handles in the driver's cab at both ends of the train are in the neutral position (wherein, the direction handle at end A of the train is equivalent to forward, and is actually in the neutral position), and the traction and braking handles are in the zero position; confirming that the train number is valid.

[0086] In step S48, the second vehicle-mounted device 42 replies to the first vehicle-mounted device 41 with a confirmation of the switching request.

[0087] In step S49, the train dispatching system 43 repeatedly sends a second train operation permission containing the drivable distance to the second on-board equipment 42 until it is confirmed that the train has arrived at the target track. The second train operation permission is used to instruct the on-board equipment to control the train to travel from the target turnaround line toward the target track according to the drivable distance.

[0088] In step S410, the second on-board equipment 42 repeatedly detects the second train operation permission from the train dispatching system 43. Each time the second train operation permission is detected, the train is controlled to travel from the target turnaround line toward the target track according to the travel distance indicated by the second train operation permission, until it is confirmed that the train has reached the target track.

[0089] Furthermore, prior to step S410, the CTC typically sends a request to the CBI or TIS to request a turnaround route. This request is used to request the CBI or TIS to provide route information for the train to travel from the target turnaround line to the target track. This route information is then provided to the train dispatching system 43.

[0090] Further, before step S410, the following steps may be included: the first onboard device 41 cancels the turnaround activation signal, enters standby mode, disconnects the communication connection with TSRS, and maintains the communication connection with the train dispatching system 43. The ATB indicator light at train A is turned off, and the turnaround display icon is turned off. Correspondingly, the second onboard device 42 enters standby mode, outputs maximum service braking, and issues a turnaround activation signal, which indicates that the turnaround-related equipment at train B must remain operational; the ATB indicator light at train B is illuminated. Afterwards, the first onboard device 41 can enter sleep mode, release braking, and continue to maintain the communication connection with the train dispatching system 43; the second onboard device 42 automatically enters the turnaround task initiation process, sends a changeover end feedback signal to TSRS, and sends the train's position information at the target turnaround line provided by the first onboard device 41 to the train dispatching system 43, and then disconnects the communication connection with the first onboard device 41.

[0091] In step S411, the second on-board equipment 42 confirms that the vehicle has come to a stop on the target track and ends the automatic turnaround process after the station.

[0092] about Figure 4 For more details on the embodiments shown, please refer to the foregoing and Figure 1 , Figure 3 The specific description of the illustrated embodiment will not be repeated here.

[0093] It should be noted that in practical application scenarios, the execution subject and steps of the automatic turnaround scheme after the train station may include other appropriate execution devices, systems and related steps as needed, in addition to the equipment or systems mentioned above. This embodiment of the invention does not limit this.

[0094] Reference Figure 5 , Figure 5 This is a schematic diagram of a train automatic turnaround control device according to an embodiment of the present invention. The device may include:

[0095] The automatic turnaround plan receiving module 51 is used to receive the automatic turnaround plan after the station. The automatic turnaround plan after the station includes target turnaround line information and target track information. The target turnaround line information is used to indicate the target turnaround line to which the train is heading, and the target track information is used to indicate the target track to which the train is heading via the target turnaround line.

[0096] The first train operation permission detection module 52 is used to repeatedly detect the first train operation permission from the train dispatching system. Each time the first train operation permission is detected, the train is controlled to travel in the direction of the target turnaround line according to the travel distance indicated by the first train operation permission, until it is confirmed that the train has reached the target turnaround line.

[0097] The second train operation permit detection module 53 is used to repeatedly detect the second train operation permit from the train dispatching system. Each time the second train operation permit is detected, the train is controlled to travel from the target turnaround line toward the target track according to the travel distance indicated by the second train operation permit, until it is confirmed that the train has reached the target track.

[0098] For the principles, implementation details, and beneficial effects of the automatic turnaround control device for trains after stations, please refer to the preceding text. Figure 1 , Figure 4 The description of the automatic turnaround control method for trains after stations shown in any embodiment will not be repeated here.

[0099] Reference Figure 6 , Figure 6 This is a schematic diagram of a train automatic turnaround control device according to an embodiment of the present invention. The device may include:

[0100] The automatic turnaround plan receiving module 61 is used to receive the automatic turnaround plan after the station. The automatic turnaround plan after the station includes target turnaround line information and target track information. The target turnaround line information is used to indicate the target turnaround line to which the train is heading, and the target track information is used to indicate the target track to which the train is heading via the target turnaround line.

[0101] The first train operation permission sending module 62 is used to repeatedly send a first train operation permission containing the drivable distance to the on-board equipment until it is confirmed that the train has reached the target turnaround line. The first train operation permission is used to instruct the on-board equipment to control the train to travel in the direction of the target turnaround line according to the drivable distance.

[0102] The second train operation permission sending module 63 is used to repeatedly send a second train operation permission containing the drivable distance to the on-board equipment until it is confirmed that the train has arrived at the target track. The second train operation permission is used to instruct the on-board equipment to control the train to travel from the target turnaround line toward the target track according to the drivable distance.

[0103] For the principles, implementation details, and beneficial effects of the automatic turnaround control device for trains after stations, please refer to the preceding text. Figure 3 , Figure 4 The description of the automatic turnaround control method for trains after stations shown in any embodiment will not be repeated here.

[0104] This invention also provides a storage medium, such as a computer-readable storage medium, on which a computer program is stored, the computer program being executed by a processor. Figures 1 to 4The steps of the automatic train turnaround control method after a station are shown in any embodiment. The computer-readable storage medium may include non-volatile or non-transitory memory, and may also include optical disks, hard disk drives, solid-state drives, etc.

[0105] Specifically, in this embodiment of the invention, the processor can be a central processing unit (CPU), or it can be 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. The general-purpose processor can be a microprocessor or any conventional processor.

[0106] It should also be understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of random access memory (RAM) are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate synchronous DRAM (DDR SDRAM), enhanced synchronous DRAM (ESDRAM), synchronous linked DRAM (SLDRAM), and direct rambus RAM (DR RAM).

[0107] This invention also provides an in-vehicle device, including a memory and a processor. The memory stores a computer program that can run on the processor, and when the processor runs the computer program, it performs the above-described... Figure 1 , Figure 4 The steps of the automatic turnaround control method for trains after a station are shown in any embodiment.

[0108] This invention also provides a train dispatching system, including a memory and a processor. The memory stores a computer program that can run on the processor, and when the processor runs the computer program, it performs the above-described... Figure 3 , Figure 4 The steps of the automatic turnaround control method for trains after a station are shown in any embodiment.

[0109] This invention also provides a computer program product, including a computer program, which is executed by a processor as described above. Figure 1 , Figure 4The steps of the automatic train turnaround control method after station described in any embodiment, or the above-described steps, are performed. Figure 3 , Figure 4 Steps of the automatic train turnaround control method after station as described in any embodiment

[0110] It should be understood that the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article indicates that the preceding and following related objects have an "or" relationship.

[0111] In the embodiments of this application, "multiple" refers to two or more.

[0112] The descriptions of "first," "second," etc., appearing in the embodiments of this application are for illustrative purposes and to distinguish the objects being described. They have no order and do not indicate any special limitation on the number of devices in the embodiments of this application, nor do they constitute any limitation on the embodiments of this application.

[0113] It should be noted that the sequence number of each step in this embodiment does not represent a limitation on the execution order of each step.

[0114] While the present invention has been disclosed above, it is not limited thereto. Any person skilled in the art can make various modifications and alterations without departing from the spirit and scope of the invention; therefore, the scope of protection of the present invention should be determined by the scope defined in the claims.

Claims

1. A method for automatic train turnaround control after a station, applied to onboard equipment, characterized in that, include: The automatic turnaround plan after receiving station includes target turnaround line information and target track information. The target turnaround line information is used to indicate the target turnaround line to which the train is heading, and the target track information is used to indicate the target track to which the train is heading via the target turnaround line. The system repeatedly checks the first train operation permission from the train dispatching system. Each time the first train operation permission is detected, the system controls the train to travel towards the target turnaround line according to the travel distance indicated by the first train operation permission, until it is confirmed that the train has reached the target turnaround line. The system repeatedly checks for a second train travel permit from the train dispatching system. Each time a second train travel permit is detected, the system controls the train to travel from the target turnaround line toward the target track according to the travel distance indicated by the second train travel permit, until it is confirmed that the train has reached the target track.

2. The method according to claim 1, characterized in that, The method further includes: Whenever a stop train command is received from the train dispatching system, the train is controlled to stop running. The train dispatching system is repeatedly sent with a train dispatching inquiry until a first or second train dispatching permission is detected from the train dispatching system. The train dispatching inquiry is used to confirm with the train dispatching system whether the train can continue to run. Specifically, during the process from issuing the suspension order to issuing the first or second train operation permit for the first time, the train dispatching system suspends the sending of the first and second train operation permits.

3. The method according to claim 2, characterized in that, The first driving permit and / or the second driving permit are detected at each interval of the first cycle; Repeatedly sending train dispatch inquiries to the train dispatching system includes: Every second cycle, the train dispatching inquiry is sent to the train dispatching system; The duration of the first cycle is shorter than the duration of the second cycle.

4. The method according to claim 1, characterized in that, The second travel permit also includes travel route information, which includes the route information required by the train in ATO mode under full monitoring mode, for traveling from the current position toward the target track; Controlling the train to travel from the target turnaround line toward the target track according to the permissible travel distance indicated by the second travel permit includes: According to the travel distance indicated by the second train travel permit and the track information indicating the direction of travel from the current position toward the target track, the train is controlled to travel toward the target track in the ATO mode under the full monitoring mode. Wherein, the train's speed in ATO mode under full monitoring mode is greater than the train's speed in ATO mode under partial monitoring mode, and the train's maximum travel distance in ATO mode under full monitoring mode is greater than the train's maximum travel distance in ATO mode under partial monitoring mode.

5. A method for automatic train turnaround control after station, applied to a train dispatching system, characterized in that, include: The automatic turnaround plan after receiving station includes target turnaround line information and target track information. The target turnaround line information is used to indicate the target turnaround line to which the train is heading, and the target track information is used to indicate the target track to which the train is heading via the target turnaround line. The first travel permission, which includes the drivable distance, is repeatedly sent to the onboard equipment until it is confirmed that the train has reached the target turnaround line. The first travel permission is used to instruct the onboard equipment to control the train to travel in the direction of the target turnaround line according to the drivable distance. The second travel permission, which includes the travel distance, is repeatedly sent to the onboard equipment until it is confirmed that the train has reached the target track. The second travel permission is used to instruct the onboard equipment to control the train to travel from the target turnaround line toward the target track according to the travel distance.

6. The method according to claim 5, characterized in that, The repeated sending of a first driving permission containing the drivable distance to the on-board equipment includes: At each interval of the first cycle, it is determined whether the first driving condition is met. After confirming that the first driving condition is met, the travel distance of the train is determined and a first driving permission containing the travel distance is sent to the on-board equipment. And / or, The repeated sending of a second driving permission containing the drivable distance to the on-board equipment includes: At each interval of the first cycle, it is determined whether the second driving condition is met. After confirming that the second driving condition is met, the travel distance of the train is determined and a second driving permit containing the travel distance is sent to the on-board equipment.

7. The method according to claim 6, characterized in that, The first driving condition and / or the second driving condition are selected from any one of the following: On the train's route, the first virtual track section is in an idle state. The virtual track section is obtained by dividing the route into track sections. The distance between the current position of the train and the current position of the previous adjacent train is greater than or equal to a preset distance threshold. The preceding adjacent train is the train that is adjacent to the current position of the train on the route the train is traveling.

8. The method according to claim 5, characterized in that, The drivable distance is obtained by subtracting a preset safety distance from the distance between the current position of the train and the current position of the preceding adjacent train. The preceding adjacent train is the train that is adjacent to the current position of the train on the route the train is traveling.

9. The method according to claim 5, characterized in that, The method further includes: Whenever it is confirmed that the conditions for suspending train operation are met, a train suspension command is sent to the on-board equipment. The train suspension command is used to instruct the on-board equipment to control the train to suspend its operation. The transmission of the first and second driving permits to the vehicle-mounted equipment is suspended until a driving inquiry is received from the vehicle-mounted equipment and it is confirmed that the first driving condition is met, at which point the transmission of the first driving permit is resumed; or, the transmission of the second driving permit is resumed until a driving inquiry is received from the vehicle-mounted equipment and it is confirmed that the second driving condition is met.

10. The method according to claim 9, characterized in that, The conditions for suspending traffic are selected from any of the following: On the route the train travels, the first virtual track segment is in a non-idle state. The virtual track segment is obtained by dividing the route into track segments. The distance between the current position of the train and the current position of the previous adjacent train is less than a preset distance threshold. The preceding adjacent train is the train that is adjacent to the current position of the train on the route the train is traveling.

11. A train automatic turnaround control device after station, characterized in that, include: The automatic turnaround plan receiving module is used to receive the automatic turnaround plan after the station. The automatic turnaround plan after the station includes target turnaround line information and target track information. The target turnaround line information is used to indicate the target turnaround line to which the train is heading, and the target track information is used to indicate the target track to which the train is heading via the target turnaround line. The first train operation permission detection module is used to repeatedly detect the first train operation permission from the train dispatching system. Each time the first train operation permission is detected, the train is controlled to travel in the direction of the target turnaround line according to the travel distance indicated by the first train operation permission, until it is confirmed that the train has reached the target turnaround line. The second train operation permit detection module is used to repeatedly detect the second train operation permit from the train dispatching system. Each time the second train operation permit is detected, the train is controlled to travel from the target turnaround line toward the target track according to the travel distance indicated by the second train operation permit, until it is confirmed that the train has reached the target track.

12. A train automatic turnaround control device after station, characterized in that, include: The automatic turnaround plan receiving module is used to receive the automatic turnaround plan after the station. The automatic turnaround plan after the station includes target turnaround line information and target track information. The target turnaround line information is used to indicate the target turnaround line to which the train is heading, and the target track information is used to indicate the target track to which the train is heading via the target turnaround line. The first train operation permission sending module is used to repeatedly send a first train operation permission containing the drivable distance to the on-board equipment until it is confirmed that the train has reached the target turnaround line. The first train operation permission is used to instruct the on-board equipment to control the train to travel in the direction of the target turnaround line according to the drivable distance. The second train operation permission sending module is used to repeatedly send a second train operation permission containing the drivable distance to the on-board equipment until it is confirmed that the train has arrived at the target track. The second train operation permission is used to instruct the on-board equipment to control the train to travel from the target turnaround line toward the target track according to the drivable distance.

13. A storage medium having a computer program stored thereon, characterized in that, When the computer program is run by the processor, it executes the steps of the automatic train turnaround control method according to any one of claims 1 to 4, or executes the steps of the automatic train turnaround control method according to any one of claims 5 to 10.

14. An in-vehicle device, comprising a memory and a processor, wherein the memory stores a computer program capable of running on the processor, characterized in that, When the processor runs the computer program, it performs the steps of the automatic train turnaround control method according to any one of claims 1 to 4.

15. A train dispatching system, comprising a memory and a processor, wherein the memory stores a computer program capable of running on the processor, characterized in that, When the processor runs the computer program, it performs the steps of the automatic train turnaround control method according to any one of claims 5 to 10.

16. A computer program product, comprising a computer program, characterized in that, When the computer program is run by the processor, it executes the steps of the automatic train turnaround control method according to any one of claims 1 to 4, or executes the steps of the automatic train turnaround control method according to any one of claims 5 to 10.

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