Train stopping control method and device based on redundant devices

Abstract

The application provides a train parking control method and device based on redundant equipment, and the method comprises the following steps: determining a parking deceleration state of a train when the train is in a full-automatic operation mode and the train has entered a preset parking area; the parking deceleration state comprises one of multiple deceleration stages and a parking adjustment stage of the train; calling a target redundant equipment to measure a distance traveled by the train according to the parking deceleration state to obtain target distance information; the target redundant equipment measurement comprises at least one of a microwave distance measuring device and a Gray bus; determining a train speed limit value corresponding to the target distance information, and adjusting a recommended travel speed of the train according to the train speed limit value. The method and device reduce the parking accuracy error of the full-automatic operation train, and reduce the distance measuring device cost.

Description

Technical Field

[0001] This invention relates to the field of train operation control, and in particular to a train stopping control method and apparatus based on redundant equipment. Background Technology

[0002] In urban rail transit lines, FAO (Fully Automatic Operation) technology is gradually becoming the mainstream technical standard for operating lines. When trains are operating on the main line, the signaling equipment automatically controls the planned operation routes, including starting and departing, adjusting the operation between sections, stopping at stations, and turning back at the terminal. The train's speed is monitored throughout the journey by onboard signaling equipment. When stopping at stations, the signaling equipment relies on transponders installed on the platform rails for alignment, ensuring accurate stopping and enabling the doors and platform screen doors to be aligned and linked at the platform, allowing passengers to board and alight.

[0003] In related technologies, the traditional train stopping control method involves placing transponders on the platform track surface to measure the distance and speed of trains entering the stopping area and then decelerating and stopping them. However, due to the high cost of transponders and the fact that the stopping accuracy calculated by the transponders is within ±50 centimeters, it cannot meet the precise stopping requirements of fully automated trains. Summary of the Invention

[0004] This invention provides a train stopping control method and apparatus based on redundant equipment, addressing the shortcomings of existing technologies that use transponders on the platform track surface to measure train distance and speed. These methods suffer from high transponder costs and large errors in stopping accuracy calculations, failing to meet the precise stopping requirements of fully automated trains. The method and apparatus of this invention reduce the stopping accuracy error of fully automated trains and lower the cost of distance measurement equipment.

[0005] This invention provides a train stopping control method based on redundant equipment, applied to the Automatic Train Protection (ATP) system, comprising: When the train is in fully automatic operation mode and has entered the preset stopping area, the train's stopping and deceleration state is determined; the stopping and deceleration state includes one of the train's multiple deceleration stages and stopping accuracy adjustment stages; Based on the stopped and decelerated state, the target redundant equipment is invoked to measure the distance traveled by the train, thereby obtaining the target distance information; the target redundant equipment measurement includes at least one of microwave ranging equipment and Gray busbar; Determine the train speed limit corresponding to the target distance information, and adjust the recommended train speed according to the train speed limit.

[0006] According to a train stopping control method based on redundant equipment provided by the present invention, the stopping deceleration state is a first deceleration stage; The step of calling the target redundant device to measure the distance between the train and the stopping point based on the stopping and deceleration state to obtain the target distance information includes: The target redundant device was identified as a microwave ranging device; The first distance traveled by the train is periodically queried using the microwave ranging device. The step of determining the train speed limit value corresponding to the target distance information and adjusting the recommended train speed according to the train speed limit includes: The first train speed limit value corresponding to the distance interval where the first distance is located is determined by looking up a table, and the recommended travel speed is adjusted according to the first train speed limit value.

[0007] According to a train stopping control method based on redundant equipment provided by the present invention, the stopping deceleration state is a second deceleration stage, which is later than the first deceleration stage. The step of calling the target redundant device to measure the distance between the train and the stopping point based on the stopping and deceleration state to obtain the target distance information also includes: The target redundant equipment is identified as the microwave ranging device and the Gray bus. The second distance traveled by the train is periodically queried through the Gray bus, and the third distance traveled by the train is periodically queried through the microwave ranging device; The step of determining the train speed limit value corresponding to the target distance information and adjusting the recommended train speed according to the train speed limit includes: The second train speed limit value corresponding to the distance interval where the second distance is located is determined by looking up a table, the third train speed limit value corresponding to the distance interval where the third distance is located is determined by looking up a table, and the recommended travel speed is adjusted to the minimum value between the second train speed limit value and the third train speed limit value.

[0008] According to a train stopping control method based on redundant equipment provided by the present invention, the step of adjusting the recommended travel speed of the train according to the train speed limit further includes: Obtain the stopping and aligning status of the microwave ranging device and the Gray busbar; If the stopping and accuracy state corresponding to the microwave ranging device and the stopping and accuracy state corresponding to the Gray busbar are inconsistent, the recommended travel speed shall be adjusted using the second train speed limit value as the primary data and the third train speed limit value as the backup data.

[0009] According to the present invention, a train stopping control method based on redundant equipment is provided, the method further comprising: When the train is in fully automatic operation mode and has not entered the preset stopping area, it receives the movement authorization (MA) sent by the ground signal equipment. The train's speed limit is calculated based on MA, and the recommended travel speed is adjusted accordingly.

[0010] According to a train stopping control method based on redundant equipment provided by the present invention, after adjusting the recommended travel speed of the train according to the train speed limit, the method further includes: If the train does not stop precisely, a control command is generated based on the stopping status corresponding to the distance interval in which the train travels, as read by the target redundancy device, is located. The control commands are used for: The train has stopped and is awaiting updated schedule information; or, Instruct the train to move forward again and stop precisely at the target; or... Instruct the train to apply emergency braking or move to the under-marked position to apply braking.

[0011] The present invention also provides a train stopping control device based on redundant equipment, comprising: The status determination module is used to determine the stopping and deceleration status of the train when the train is in fully automatic operation mode and has entered a preset stopping area; the stopping and deceleration status includes one of multiple deceleration stages and a stopping accuracy adjustment stage of the train. The distance measurement module is used to call the target redundant equipment to measure the distance traveled by the train according to the stopping and deceleration state, so as to obtain the target distance information; the target redundant equipment measurement includes at least one of microwave ranging equipment and Gray busbar; The speed adjustment module determines the train speed limit value corresponding to the target distance information and adjusts the recommended travel speed of the train according to the train speed limit.

[0012] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the train stopping control method based on redundant equipment as described above.

[0013] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the train stopping control method based on redundant equipment as described above.

[0014] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the train stopping control method based on redundant equipment as described above.

[0015] The train stopping control method and apparatus based on redundant equipment provided by this invention, when the train is in fully automatic operation mode and has entered a preset stopping area, first determines the stopping and deceleration state of the train, then calls the target redundant equipment to measure the distance traveled by the train according to the stopping and deceleration state, obtains the target distance information, finally determines the train speed limit value corresponding to the target distance information, and adjusts the recommended travel speed of the train according to the train speed limit, thereby reducing the stopping accuracy error of fully automatic trains and reducing the cost of distance measuring equipment. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is one of the flowcharts illustrating the train stopping control method based on redundant equipment provided by the present invention.

[0018] Figure 2 This is a schematic diagram of a scenario using Gray busbar distance measurement provided by the present invention.

[0019] Figure 3 This is a schematic diagram of a scenario where a microwave ranging device is used for ranging, as provided by the present invention.

[0020] Figure 4 This is a schematic diagram of the speed limit calculation curve for trains using a safety braking model provided by the present invention.

[0021] Figure 5 This is the second flowchart of the train stopping control method based on redundant equipment provided by the present invention.

[0022] Figure 6 This is a schematic diagram of the train forward adjustment process provided by the present invention.

[0023] Figure 7 This is a schematic diagram of the train rearward adjustment process provided by the present invention.

[0024] Figure 8 This is a schematic diagram of the train stopping and waiting process provided by the present invention.

[0025] Figure 9 This is a schematic diagram of the train stopping process provided by the present invention.

[0026] Figure 10 This is a schematic diagram of the train stopping control device based on redundant equipment provided by the present invention.

[0027] Figure 11 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0029] The following is combined with Figures 1-6 The present invention describes a train stopping control method and apparatus based on redundant equipment.

[0030] Figure 1 This is one of the flowcharts illustrating the train stopping control method based on redundant equipment provided by the present invention, such as... Figure 1 As shown, this method is applied to the Automatic Train Protection (ATP) system and includes the following steps: Step 110: When the train is in fully automatic operation mode and has entered the preset stopping area, determine the train's stopping and deceleration status; the stopping and deceleration status includes one of the train's multiple deceleration stages and stopping accuracy adjustment stages.

[0031] In this step, when a train in fully automatic operation mode has entered a designated stopping area, different stopping and deceleration states correspond to different stopping control strategies.

[0032] In this embodiment, during different deceleration phases of the train, the ATP (Automatic Train Protection) system can use different ranging devices to measure the distance the train has traveled before coming to a smooth stop, thereby determining the train's speed limit and driving at that speed to the stopping point for precise stopping.

[0033] It should be noted that the train stopping control method based on redundant equipment provided in this embodiment can regulate the train speed at a certain deceleration stage or stopping stage, or it can regulate the train speed at each stage from when the train enters the deceleration stage until it comes to a complete stop.

[0034] Step 120: Based on the stop and deceleration status, call the target redundant equipment to measure the distance traveled by the train and obtain the target distance information; the target redundant equipment measurement includes at least one of microwave ranging equipment and Gray busbar.

[0035] In this step, different ranging devices can be used to obtain the train's travel distance, i.e., the target distance information, at different deceleration stages.

[0036] For example, during the deceleration phase of a train's stop, the train may be far from the target stopping point. Long-range ranging equipment such as microwave ranging devices can be used to determine the target distance information while meeting certain measurement accuracy requirements (such as centimeter level). During the deceleration phase of a train's stop, it may also have entered the precise stopping zone. At this time, the requirements for the measurement accuracy and reliability of the equipment are extremely high (such as millimeter level). Using short-range ranging equipment such as Gray busbars to determine the target distance information can meet the requirements for precise train stopping.

[0037] In addition, during the stop and alignment adjustment phase, the goal of this phase is to make slight movements while the train is already stationary to achieve precise alignment. ATP mainly uses close-range ranging equipment to determine the target distance information.

[0038] In this embodiment, ATP can also make a comprehensive judgment on the train speed limit based on the train travel distance measured by the microwave ranging device and the Gray bus in different areas. In this case, the microwave ranging device and the Gray bus are mutually redundant ranging devices.

[0039] Figure 2 This is a schematic diagram of a scenario using Gray bus ranging provided by the present invention. Figure 2 In the embodiment shown, by installing an antenna at the bottom of the train and a Gray bus coded cable in the track parking area, the train antenna can read precise location information when passing over the cable. Since the cable is only laid in the parking area, the reading distance is limited, making it suitable for short-range measurements with millimeter-level accuracy.

[0040] Figure 3 This is a schematic diagram of a scenario where distance measurement is performed using a microwave ranging device, as provided by the present invention. Figure 3 In the embodiment shown, the microwave speed measuring device achieves distance measurement by transmitting microwaves between an antenna installed at the front of the vehicle and a ground-fixed antenna device, with an accuracy at the centimeter level, enabling long-distance measurement.

[0041] In this embodiment, the communication interface between the microwave ranging device and the Gray bus is unified. The vehicle-mounted signaling device obtains the distance information of the two devices by periodically sending corresponding query frame data. The relevant parameters of the communication interface of the two devices are shown in Table 1. Table 1. Configuration Table of Communication Interface Parameters for Gray Bus and Microwave Ranging Equipment Step 130: Determine the train speed limit corresponding to the target distance information, and adjust the recommended train speed according to the train speed limit.

[0042] In this step, a mapping relationship between train distance and train speed limit can be directly established. This mapping relationship can be linear or nonlinear, and can be obtained through pre-experiments with multiple sets of train distance and train speed limit values.

[0043] In this step, a mapping relationship can also be established between the distance range where the distance information is located and the train speed limit value.

[0044] In this embodiment, the above mapping relationship can be fitted by methods such as table lookup, formula calculation, and mathematical modeling. This embodiment does not impose specific limitations.

[0045] In this embodiment, when the train speed limit value corresponding to the target distance information is unique, the unique value can be used as the recommended travel speed of the train to complete the subsequent precise stopping operation; when the train speed limit value is not unique (such as when ATP simultaneously obtains the target distance information read by the microwave ranging device and the Gray bus respectively), by comparing and analyzing multiple train speed limit values, one of them is selected as the recommended travel speed for passing a train.

[0046] The train stopping control method based on redundant equipment provided in this invention first determines the stopping and deceleration state of the train when it is in fully automatic operation mode and has entered a preset stopping area. Then, based on the stopping and deceleration state, the target redundant equipment is called to measure the distance traveled by the train to obtain target distance information. Finally, the train speed limit value corresponding to the target distance information is determined, and the recommended travel speed of the train is adjusted according to the train speed limit. This reduces the stopping accuracy error of fully automatic trains and reduces the cost of distance measuring equipment.

[0047] In some embodiments, the stopping and deceleration state is the first deceleration stage; according to the stopping and deceleration state, calling the target redundant device to measure the distance between the train and the stopping point to obtain the target distance information includes: determining that the target redundant device is a microwave ranging device; periodically querying the first distance traveled by the train through the microwave ranging device; determining the train speed limit value corresponding to the target distance information, and adjusting the recommended travel speed of the train according to the train speed limit value includes: determining the first train speed limit value corresponding to the distance interval in which the first distance is located by looking up a table, and adjusting the recommended travel speed according to the first train speed limit value.

[0048] In this embodiment, the first deceleration stage can be the initial deceleration stage after the train enters the parking area. At this time, the train is a certain distance away from the parking point. The current travel distance of the train can be obtained by using a ranging device suitable for long distances (such as a microwave ranging device), and the speed limit value associated with the distance interval where the travel distance is located can be determined by looking up a table, that is, the first train speed limit value.

[0049] Specifically, when the train is running in fully automatic mode, the ATP first receives the planning information from the control center and determines the destination and next stopping area of ​​the train based on the planning information. When the onboard signaling equipment determines that the train is starting to enter the planned stopping area, it enters deceleration phase 1 (first deceleration phase) and uses the distance information obtained by the microwave ranging equipment (assuming that the position of the ground fixed antenna is the precise stopping point + installation margin). It formulates the relevant lookup table for the ranging equipment (see Table 2), and outputs the target speed limit for that interval and the first train speed limit value by periodically querying the distance interval where the real-time distance information is located.

[0050] In this embodiment, ATP queries the aforementioned first train speed limit value and uses it as the recommended travel speed to control train operation.

[0051] The train stopping control method based on redundant equipment provided in this invention periodically queries the first distance traveled by the train using a microwave ranging device, determines the train speed limit value corresponding to the target distance information, then determines the first train speed limit value corresponding to the distance interval in which the first distance is located by looking up a table, and finally adjusts the recommended travel speed based on the first train speed limit value. This can improve the speed control efficiency and accuracy of the train in the first deceleration stage, thereby improving the safety of the train deceleration and stopping.

[0052] Table 2. Target Speed ​​Lookup Table for Parking Phase In some embodiments, the stopping and deceleration state is a second deceleration stage, which is later than the first deceleration stage. The process of calling the target redundant equipment to measure the distance between the train and the stopping point based on the stopping and deceleration state to obtain target distance information further includes: determining that the target redundant equipment is a microwave ranging device and a Gray bus; periodically querying the second distance traveled by the train through the Gray bus, and periodically querying the third distance traveled by the train through the microwave ranging device; determining the train speed limit value corresponding to the target distance information, and adjusting the recommended travel speed of the train according to the train speed limit includes: determining the second train speed limit value corresponding to the distance interval where the second distance is located by looking up a table, determining the third train speed limit value corresponding to the distance interval where the third distance is located by looking up a table, and adjusting the recommended travel speed based on the minimum value between the second and third train speed limits.

[0053] In this embodiment, the second deceleration stage can be the deceleration stage after the train completes the first deceleration stage. At this time, the train is very close to the stopping point. In order to meet the requirements of accurate stopping and reduce the accuracy of data measurement errors, a ranging device suitable for short distances (such as a Gray busbar) can be used to obtain the train's travel distance in the second deceleration stage, i.e., the second distance. The speed limit value associated with the distance interval in which the travel distance is located can be determined by looking up a table, i.e., the second train speed limit value. At the same time, a microwave ranging device can also be used to obtain the train's travel distance in the second deceleration stage, i.e., the third distance. The speed limit value associated with the distance interval in which the travel distance is located can be determined by looking up a table, i.e., the third train speed limit value.

[0054] In this embodiment, the train uses two types of ranging devices (microwave ranging device and Gray bus) to obtain the travel distance in the second stage. These two types of devices are redundant. Since the ranging accuracy of different devices is different, the corresponding measurement distance and associated speed limit may also be different. In order to ensure train safety, the smaller value between the second train speed limit and the third train speed limit can be used as the train speed limit in the second deceleration stage.

[0055] Specifically, the train enters the radiation zone of the Gray bus in fully automatic operation mode. The Gray bus begins to respond to the query frames sent periodically by the ATP and feeds back the current distance to the ATP in real time. The TP polls its respective target speed query table by obtaining the Gray bus distance value and the microwave ranging distance value to obtain the target speed of the current distance position interval, and takes the smaller of the obtained results to control the target speed of the vehicle.

[0056] The train stopping control method based on redundant equipment provided in this invention periodically queries the second distance traveled by the Gray bus, then looks up the corresponding second train speed limit value in a table, periodically queries the third distance traveled by the microwave ranging device, then looks up the corresponding third train speed limit value in a table, and finally adjusts the recommended travel speed according to the minimum value between the second and third train speed limits. This improves the stopping speed control efficiency and the safety of train operation when the train is close to the stopping point.

[0057] In some embodiments, adjusting the recommended travel speed of the train according to the train speed limit further includes: acquiring the stop accuracy state corresponding to the microwave ranging device and the stop accuracy state corresponding to the Gray bus; when the stop accuracy state corresponding to the microwave ranging device and the stop accuracy state corresponding to the Gray bus are inconsistent, adjusting the recommended travel speed using the second train speed limit value as the primary data and the third train speed limit value as the backup data.

[0058] In this embodiment, the train's stopping accuracy status includes the train being in a state of underestimation, stopping accuracy, or exceeding the standard within the distance range.

[0059] In this embodiment, when the ATP simultaneously controls the microwave ranging device and the Gray bus to periodically query the train's travel distance, the distance values ​​measured by these two types of devices are different due to their different ranging accuracies. Consequently, the ATP's judgment of the train's stopping status within this distance range is also different.

[0060] In this embodiment, since the two types of ranging devices are used for distance measurement only during the second deceleration phase, when the train is about to come to a complete stop, the distance measurement accuracy requirement is higher. Therefore, when it is determined that the stopping accuracy of the two ranging devices is inconsistent, the ATP uses the Gray bus data as the primary data (with microwave ranging data as a backup) to adjust the recommended travel speed of the train.

[0061] The train stopping control method based on redundant equipment provided in this invention improves train stopping safety by using the second train speed limit value of ATP as the primary data and the third train speed limit value as the backup data when the stopping accuracy state corresponding to the microwave ranging equipment and the stopping accuracy state corresponding to the Gray bus are inconsistent.

[0062] In some embodiments, the train stopping control method based on redundant equipment further includes: receiving a movement authorization (MA) sent by ground signaling equipment when the train is in fully automatic operation mode and the train has not entered a preset stopping area; calculating the train's speed limit based on the MA; and adjusting the recommended travel speed according to the speed limit.

[0063] In this embodiment, when the train has not entered the parking area, the train in the fully automatic operation mode is controlled by the ATP through the movement authorization information (MA) sent by the ground signaling equipment to calculate the travel distance and speed limit. Specifically, the travel distance and speed analysis corresponding to the MA are calculated according to the safety braking model specified in the IEEE 1474.1 standard.

[0064] Figure 4 This is a schematic diagram of a curve used in the present invention to calculate the speed limit of a train using a safety braking model. Figure 4 In the embodiment shown, the process of calculating the speed limit using MA as the safety protection point of the train is as follows: ① Calculate the speed limit value V1 corresponding to the current train position on the Emergency Brake Curve (the emergency braking curve under the most unfavorable conditions for the train) with MA as the endpoint.

[0065] ②The distance the train travels from braking at V5 to traveling at V2 is equal to the distance the train travels from decelerating at V1 to traveling at V2.

[0066] ③ Calculate the distance the train travels from V1 to V2 as S1.

[0067] ④ The distance the train travels from when it triggers emergency braking at V5 to when it travels at V2 is S2+S3+S4.

[0068] ⑤ Let S2+S3+S4=S1, then V5 can be calculated.

[0069] V6, or the current ATP speed limit, can be obtained using the speed error formula.

[0070] ⑥ Based on the above process, the calculation formula includes: (1) For the train along the Emergency Brake Curve from slow down to The distance traveled, therefore (2) tidy: (3) In the above formula This refers to the emergency braking rate of the train, which is the train's emergency braking rate. and ramp additional deceleration rate sum.

[0071] Right now (Considering the acceleration sign, downhill) Take the negative value, uphill Take a positive value.

[0072] ;(4)( (for ATP system velocity measurement error) (5) In the above formula: (6) (7) By combining equations (5), (6), and (7), we can obtain: (8) (9) (10) (11) Simplifying equations (10) and (11), we get: (12) (13) From equations (1), (3) and (9), (12), (13), we get: (14) From equation (8), we can simplify to obtain: (15) In equation (15), the only unknown variable is... Through speed error Solving this equation will yield the result. : (16) get Then, according to equation (16), it can be obtained This refers to the current speed limit of the train, or the train's restricted speed. ATP (Automatic Train Protection) controls the recommended travel speed of the train based on the calculated current speed limit. Figure 4 In the diagram, Emergency Brake Trigger Curve represents the emergency braking trigger curve; Position Uncertainty represents the position uncertainty; P now This is the current parking location. max The maximum parking position is represented by V; V is the vertical axis, representing the driving speed, and S is the horizontal axis, representing the driving distance.

[0073] The train stopping control method based on redundant equipment provided in this embodiment of the invention calculates the train's speed limit based on the movement authorization M sent by the ground signal equipment when the train is in fully automatic operation mode and has not entered the preset stopping area, and adjusts the recommended travel speed according to the speed limit, which can meet the stopping speed control requirements of the train before entering the stopping area.

[0074] In some embodiments, after adjusting the recommended travel speed of the train according to the train speed limit, the method further includes: generating a control command based on the stopping status corresponding to the distance interval in which the train travel distance is located, as read by the target redundancy device, when the train has not stopped precisely; wherein the control command is used to: indicate that the train has stopped precisely and wait for updated planning information; or, indicate that the train should move forward again to stop precisely; or indicate that the train should brake urgently or move to the under-marked position to brake.

[0075] In this embodiment, when the on-board signaling equipment fails to bring the train to a precise stop during a single braking maneuver, it provides a function for recalibration.

[0076] Specifically, once the train has come to a complete stop, the onboard signaling equipment determines the stopping accuracy within the distance range based on the current distance information it reads, and generates corresponding control commands.

[0077] In this embodiment, if the ATP determines that the train is ready to stop based on the current stop status, it sends a control command to the control center to indicate that the train is ready to stop and waits for updated plan information.

[0078] In this embodiment, if it is determined that the train is in a state of being under-calibrated, the distance information is read and a control command is sent to the train control system to instruct the system to move forward and calibrate again.

[0079] In this embodiment, if the train is determined to be in a state of overshooting the target, the emergency braking is determined based on the overshooting emergency flag corresponding to the distance interval. If the emergency braking is not required, the train is controlled to first move to the undershoot position (which cannot exceed the maximum allowable backward distance threshold) by querying the overshooting data lookup table (the data structure is the same as Table 2), and then brake once according to the target speed limit. This can reduce the number of train trips. The stopping accuracy achieved by the corresponding scheme in this embodiment is better than the scheme of gradually approaching the stopping point.

[0080] The train stopping control method based on redundant equipment provided in this invention, when the train does not stop precisely, uses the stopping status corresponding to the distance interval in which the train travels, read by the target redundant equipment, to indicate that the train has stopped precisely and is waiting for updated planning information; or, to instruct the train to move forward again to stop precisely; or to instruct the train to brake urgently or move to the position where it is not precisely stopped, thus providing a safety guarantee for the next precise stop.

[0081] Figure 5 This is the second flowchart illustrating the train stopping control method based on redundant equipment provided by the present invention. Figure 5In the illustrated embodiment, in the parking control strategy program flow, the relevant status information of the train is first obtained, and it is determined whether the train is located and whether its position has entered the planned parking area. If so, the parking status is further determined. If it is in the initial state, the train status is updated to enter deceleration phase 1. The speed limit of the distance interval where the microwave ranging device distance data is located is queried. If the corresponding speed limit is found, the parking target speed limit is updated. If not found, the parking target speed limit is updated to the fixed speed limit of deceleration phase 1. If it is not in the initial state, it is determined whether it is in deceleration phase 1. If so, the speed limit of the distance interval where the microwave ranging device distance data is located is queried. If the corresponding speed limit is found, the speed limit value is recorded, and then it is determined whether to obtain the parking status information. If valid Gray bus distance data is received, update the parking status to enter deceleration phase 2. Based on the received valid Gray bus distance data, query and read the target speed limit for the corresponding distance interval. If found, record the corresponding speed limit. Continue to determine if the speed limits of the two acquired devices are valid. If both are valid, update the parking target speed limit using the smaller value; otherwise, update the parking target speed limit using one of the valid values. If it is not deceleration phase 1, determine if it is in deceleration phase 2. If so, first query the speed limit for the distance interval where the microwave ranging device distance data is located. If the corresponding speed limit is found, record the speed limit value. If the emergency flag for the current distance interval is TRUE, then input... Upon an emergency, based on the received valid Gray bus distance data, the target speed limit for the corresponding distance interval is queried. If found, the corresponding speed limit is recorded. If the emergency flag for the distance interval is TRUE, emergency braking is output. Then, it is determined whether the speed limits obtained from the two devices are valid. If both are valid, the smaller value is used to update the target stopping speed limit; otherwise, one of the valid values ​​is used. Next, while the train is in a state of alert, the stopping accuracy status for the corresponding distance interval is queried. If the train is in a state of stopping accuracy, the stopping status is updated to enter the stopping accuracy state. If the train is in a state of under-target, the stopping status is updated to enter the previous adjustment phase. If the current emergency flag is TRUE, the ATP sends a target information message to the center. If it does not belong to any of the three states mentioned above, the parking status is updated and the backward adjustment phase begins. If it is not in deceleration phase 2, it is determined whether it is in the forward adjustment phase, backward adjustment phase, parking waiting phase, or parking accuracy phase. If it is in the forward adjustment phase, it enters the forward adjustment process; if it is in the backward adjustment phase, it enters the backward adjustment process; if it is in the parking waiting phase, it enters the parking waiting process; if it is in the parking accuracy phase, it enters the corresponding process for the parking accuracy phase. Finally, it is determined whether the parking target speed limit is not the default value. If not, the speed limit is calculated and output according to MA; if so, the parking target speed limit is output.

[0082] Figure 6 This is a flowchart illustrating the train forward adjustment process provided by the present invention. Figure 6In the illustrated embodiment, the target speed limit for the distance interval corresponding to the current distance is first queried. If found, the target speed limit for stopping is updated. If the emergency flag for the current distance interval is TRUE, an emergency is output. Then, it is determined whether the train has come to a complete stop. If so, the stop status for the current distance interval is queried. If the train is in a stop-accuracy state, the stop status is updated to enter the stop-accuracy state. If the train is in a short-target state, the stop status is updated to enter the previous adjustment stage, and the target speed limit for stopping is updated. If the current emergency flag is TRUE, the ATP sends over-target information to the center. If it does not belong to any of the above three states, the stop status is updated to enter the backward adjustment stage.

[0083] Figure 7 This is a flowchart illustrating the train rearward adjustment process provided by the present invention. Figure 7 In the embodiment shown, a reverse direction signal is first output, and then the target speed limit of the corresponding distance interval in the target lookup table is queried. If found, the stopping target speed limit is updated, and after the train is detected to have changed from moving to stopping, the stopping status is updated to the stopping waiting stage.

[0084] Figure 8 This is a schematic diagram of the train stopping and waiting process provided by the present invention. Figure 8 In the embodiment shown, it is first determined whether the train has come to a complete stop. If so, the stop status of the corresponding distance interval is queried and read. If the train is in the stop status, the stop status is updated to enter the stop status. If the train is in the under-mark status, the stop status is updated to enter the previous adjustment stage. If the current emergency flag is TRUE, the ATP sends over-mark information to the center. If it does not belong to the above three states, the stop status is updated to enter the backward adjustment stage.

[0085] Figure 9 This is a schematic diagram of the train stopping process provided by the present invention. Figure 9 In the embodiment shown, the train's stopping status is first determined. If the stopping is correct, the stopping target speed limit is updated to 0, and the ATP sends the stopping status to the center.

[0086] The train stopping control device based on redundant equipment provided by the present invention is described below. The train stopping control device based on redundant equipment described below and the train stopping control method based on redundant equipment described above can be referred to in correspondence.

[0087] Figure 10 This is a schematic diagram of the train stopping control device based on redundant equipment provided by the present invention, as shown below. Figure 10 As shown, the train stopping control device based on redundant equipment includes: a status determination module 1010, a distance measurement module 1020, and a speed adjustment module 1030.

[0088] The status determination module 1010 is used to determine the stopping and deceleration status of the train when the train is in fully automatic operation mode and the train has entered the preset stopping area; the stopping and deceleration status includes one of the multiple deceleration stages and the stopping accuracy adjustment stage of the train. The distance measurement module 1020 is used to call the target redundant equipment to measure the distance traveled by the train according to the stopping and deceleration state, and obtain the target distance information; the target redundant equipment measurement includes at least one of microwave ranging equipment and Gray busbar; The speed regulation module 1030 determines the train speed limit value corresponding to the target distance information and adjusts the recommended travel speed of the train according to the train speed limit.

[0089] The train stopping control device based on redundant equipment provided in this invention first determines the stopping and deceleration state of the train when it is in fully automatic operation mode and has entered a preset stopping area. Then, based on the stopping and deceleration state, it calls the target redundant equipment to measure the distance traveled by the train to obtain target distance information. Finally, it determines the train speed limit value corresponding to the target distance information and adjusts the recommended travel speed of the train according to the train speed limit. This reduces the stopping accuracy error of fully automatic trains and reduces the cost of distance measuring equipment.

[0090] Figure 11 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 11 As shown, the electronic device may include: a processor 1110, a communications interface 1120, a memory 1130, and a communication bus 1140, wherein the processor 1110, the communications interface 1120, and the memory 1130 communicate with each other through the communication bus 1140. The processor 1110 can call logical instructions in the memory 1130 to execute a train stopping control method based on redundant equipment. The method includes: determining the train's stopping and deceleration state when the train is in fully automatic operation mode and has entered a preset stopping area; the stopping and deceleration state includes one of multiple deceleration stages and a stopping accuracy adjustment stage; calling a target redundant device to measure the distance traveled by the train according to the stopping and deceleration state to obtain target distance information; the target redundant device measurement includes at least one of a microwave ranging device and a Gray bus; determining the train speed limit value corresponding to the target distance information, and adjusting the recommended travel speed of the train according to the train speed limit.

[0091] Furthermore, the logical instructions in the aforementioned memory 1130 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0092] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train stopping control method based on redundant equipment provided by the above methods. The method includes: determining the stopping and deceleration state of the train when the train is in a fully automatic operation mode and the train has entered a preset stopping area; the stopping and deceleration state includes one of multiple deceleration stages and a stopping accuracy adjustment stage; calling a target redundant equipment to measure the distance traveled by the train according to the stopping and deceleration state to obtain target distance information; the target redundant equipment measurement includes at least one of a microwave ranging device and a Gray busbar; determining the train speed limit value corresponding to the target distance information, and adjusting the recommended travel speed of the train according to the train speed limit.

[0093] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the train stopping control method based on redundant equipment provided by the above methods. The method includes: determining the train's stopping and deceleration state when the train is in a fully automatic operation mode and has entered a preset stopping area; the stopping and deceleration state includes one of multiple deceleration stages and a stopping accuracy adjustment stage; calling a target redundant device to measure the distance traveled by the train according to the stopping and deceleration state to obtain target distance information; the target redundant device measurement includes at least one of a microwave ranging device and a Gray busbar; determining the train speed limit value corresponding to the target distance information, and adjusting the recommended travel speed of the train according to the train speed limit.

[0094] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0095] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0096] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train stopping control method based on redundant equipment, applied to an Automatic Train Protection (ATP) system, characterized in that, include: When the train is in fully automatic operation mode and has entered the preset stopping area, determine the train's stopping and deceleration status; The stopping and deceleration state includes one of the train's multiple deceleration phases and a stop adjustment phase; Based on the stopped and decelerated state, the target redundant equipment is invoked to measure the distance traveled by the train, thereby obtaining the target distance information; the target redundant equipment measurement includes at least one of microwave ranging equipment and Gray busbar; Determine the train speed limit corresponding to the target distance information, and adjust the recommended train speed according to the train speed limit.

2. The train stopping control method based on redundant equipment according to claim 1, characterized in that, The parking deceleration state is the first deceleration stage; The step of calling the target redundant device to measure the distance between the train and the stopping point based on the stopping and deceleration state to obtain the target distance information includes: The target redundant device was identified as a microwave ranging device; The first distance traveled by the train is periodically queried using the microwave ranging device. The step of determining the train speed limit value corresponding to the target distance information and adjusting the recommended train speed according to the train speed limit includes: The first train speed limit value corresponding to the distance interval where the first distance is located is determined by looking up a table, and the recommended travel speed is adjusted according to the first train speed limit value.

3. The train stopping control method based on redundant equipment according to claim 2, characterized in that, The parking deceleration state is the second deceleration stage, which is later than the first deceleration stage. The step of calling the target redundant device to measure the distance between the train and the stopping point based on the stopping and deceleration state to obtain the target distance information also includes: The target redundant equipment is identified as the microwave ranging device and the Gray bus. The second distance traveled by the train is periodically queried through the Gray bus, and the third distance traveled by the train is periodically queried through the microwave ranging device; The step of determining the train speed limit value corresponding to the target distance information and adjusting the recommended train speed according to the train speed limit includes: The second train speed limit value corresponding to the distance interval where the second distance is located is determined by looking up a table, the third train speed limit value corresponding to the distance interval where the third distance is located is determined by looking up a table, and the recommended travel speed is adjusted to the minimum value between the second train speed limit value and the third train speed limit value.

4. The train stopping control method based on redundant equipment according to claim 3, characterized in that, The method of adjusting the recommended travel speed of the train according to the train speed limit also includes: Obtain the stopping and aligning status of the microwave ranging device and the Gray busbar; If the stopping and accuracy state corresponding to the microwave ranging device and the stopping and accuracy state corresponding to the Gray busbar are inconsistent, the recommended travel speed shall be adjusted using the second train speed limit value as the primary data and the third train speed limit value as the backup data.

5. The train stopping control method based on redundant equipment according to any one of claims 1-4, characterized in that, The method further includes: When the train is in fully automatic operation mode and has not entered the preset stopping area, it receives the movement authorization (MA) sent by the ground signal equipment. The train's speed limit is calculated based on MA, and the recommended travel speed is adjusted accordingly.

6. The train stopping control method based on redundant equipment according to any one of claims 1-4, characterized in that, After adjusting the recommended travel speed of the train according to the train speed limit, the method further includes: If the train does not stop precisely, a control command is generated based on the stopping status corresponding to the distance interval in which the train travels, as read by the target redundancy device, is located. The control commands are used for: The train has stopped and is awaiting updated schedule information; or, Instruct the train to move forward again to align with the target and stop precisely; or... Instruct the train to apply emergency braking or move to the under-marked position to apply braking.

7. A train stopping control device based on redundant equipment, characterized in that, include: The status determination module is used to determine the stopping and deceleration status of the train when the train is in fully automatic operation mode and has entered the preset stopping area. The stopping and deceleration state includes one of the train's multiple deceleration phases and a stop adjustment phase; The distance measurement module is used to call the target redundant equipment to measure the distance traveled by the train according to the stopping and deceleration state, so as to obtain the target distance information; the target redundant equipment measurement includes at least one of microwave ranging equipment and Gray busbar; The speed adjustment module determines the train speed limit value corresponding to the target distance information and adjusts the recommended travel speed of the train according to the train speed limit.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the train stopping control method based on redundant equipment as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train stopping control method based on redundant equipment as described in any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train stopping control method based on redundant equipment as described in any one of claims 1 to 6.

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