1. A train control method, comprising:

receiving first current collision information sent by first vehicle-mounted equipment; wherein the first current crashworthiness information comprises: the first vehicle-mounted equipment acquires information that a coupler can be collided or not collided currently from a current train;

acquiring second current collision information corresponding to the target terminal; wherein the second current crashworthiness information comprises: information that the target endpoint is currently collidable or not currently collidable;

and obtaining movement authorization information based on the first current collision information and the second current collision information, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment.

2. The train control method according to claim 1, wherein the target end point is a front stop of the current train or a front train of the current train.

3. The train control method according to claim 2, wherein the obtaining of the second current crashworthiness information corresponding to the target end point includes:

receiving second current collision information sent by a second vehicle-mounted device or a computer interlocking system corresponding to the front train under the condition that the target terminal point is the front train;

the second current collision information sent by the second vehicle-mounted equipment is obtained from the front train; and the second current collision information sent by the computer interlocking system is obtained based on the state of a personnel protection switch corresponding to the train in front.

4. The train control method according to claim 3, wherein the second on-board device includes an on-board ATP device and an on-board AOM device;

when the target terminal point is the front train, receiving second current collision information sent by a second vehicle-mounted device or a computer interlocking system corresponding to the front train, wherein the second current collision information comprises:

receiving the second current collision information sent by the vehicle-mounted ATP device of the front train when the target terminal point is the front train and the vehicle-mounted ATP device of the front train normally works;

and receiving the second current collision information sent by the vehicle-mounted AOM equipment of the front train or the computer interlocking system under the condition that the target terminal point is the front train and the communication between the vehicle-mounted ATP equipment of the front train and the zone controller is disconnected.

5. The train control method according to any one of claims 1 to 4, wherein the train control method is applied to a zone controller.

6. A train control method, comprising:

acquiring first current collision information and sending the first current collision information to a regional controller; wherein the first current crashworthiness information comprises: the first vehicle-mounted equipment acquires information that a coupler can be collided or not collided currently from a current train;

receiving movement authorization information sent by the zone controller, and controlling the current train to run based on the movement authorization information;

the mobile authorization information is obtained by the zone controller based on the first current collision information and the second current collision information; the second current crashworthiness information includes: information that the target endpoint is currently collidable or not currently collidable.

7. A train control device, comprising:

the first obtaining module is used for receiving first current collision information sent by first vehicle-mounted equipment; wherein the first current crashworthiness information comprises: the first vehicle-mounted equipment acquires information that a coupler can be collided or not collided currently from a current train;

the second acquisition module is used for acquiring second current collision information corresponding to the target terminal; wherein the second current crashworthiness information comprises: information that the target endpoint is currently collidable or not currently collidable;

and the data processing module is used for obtaining movement authorization information based on the first current collision information and the second current collision information, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment.

8. A train control device, comprising:

the system comprises a first acquisition module, a regional controller and a second acquisition module, wherein the first acquisition module is used for acquiring first current collision information and sending the first current collision information to the regional controller; wherein the first current crashworthiness information comprises: the first vehicle-mounted equipment acquires information that a coupler can be collided or not collided currently from a current train;

the second acquisition module is used for receiving the movement authorization information sent by the area controller and controlling the current train to run based on the movement authorization information;

the mobile authorization information is obtained by the zone controller based on the first current collision information and the second current collision information; the second current crashworthiness information includes: information that the target endpoint is currently collidable or not currently collidable.

9. An electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor when executing the program implements the steps of the train control method according to any one of claims 1 to 5 or implements the steps of the train control method according to claim 6.

10. A non-transitory computer readable storage medium having stored thereon a computer program, wherein the computer program when executed by a processor implements the steps of the train control method according to any one of claims 1 to 5 or implements the steps of the train control method according to claim 6.

Background

At present, in a CBTC (Communication Based Train Control System), a ground ZC (i.e., zone controller) device sends MA (i.e., movement authorization) information to a vehicle ATP (i.e., Train automatic protection) device, and the vehicle ATP controls a Train speed according to the received MA information to ensure Train safety.

In the prior art, the crashworthiness of the train coupler is generally considered to be a fixed value, namely the crashworthiness of the train coupler is considered to be unchanged, if the train coupler is a crashworthiness coupler, the train coupler is always the crashworthiness coupler in the running process of a train system, and the train can be collided at a speed not higher than a preset speed at any time. When the MA is calculated, the crashworthiness of the corresponding train coupler of the train is searched according to the equipment ID (namely the identification number) of the vehicle-mounted ATP, and whether the MA can be calculated or not is judged according to the crashworthiness.

In practical situations, coupler crashworthiness of a part of trains may change during operation of the trains, for example, a part of coupler angles may change, the requirement is that the coupler angles must be within a specified range, so that the part of the trains can be collided at a speed not higher than a specified speed, and if the coupler angles are not within the required specified range, collision is not allowed. When the crashworthiness of the coupler is changed, for example, the coupler can be crashed, the coupler can not be crashed, and when the crashworthiness MA is calculated, the calculation is also carried out based on the crashworthiness of the original coupler, so that the danger of the train is increased.

Therefore, according to the conventional technique, the collisionable MA is calculated using the collisionable performance of the train coupler as a fixed value, and the technique cannot be applied to a case where the collisionable performance of the train coupler changes, and also increases the risk of the train.

Disclosure of Invention

The invention provides a train control method, a train control device, electronic equipment and a storage medium, which can adapt to the condition that the crashworthiness of a train coupler changes and reduce the danger of a train.

In a first aspect, the present invention provides a train control method, including:

receiving first current collision information sent by first vehicle-mounted equipment; wherein the first current crashworthiness information comprises: the first vehicle-mounted equipment acquires information that a coupler can be collided or not collided currently from a current train;

acquiring second current collision information corresponding to the target terminal; wherein the second current crashworthiness information comprises: information that the target endpoint is currently collidable or not currently collidable;

and obtaining movement authorization information based on the first current collision information and the second current collision information, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment.

In one embodiment, the target end point is a front stop of the current train, or a front train of the current train.

In one embodiment, the obtaining of the second current collision information corresponding to the target end point includes:

receiving second current collision information sent by a second vehicle-mounted device or a computer interlocking system corresponding to the front train under the condition that the target terminal point is the front train;

the second current collision information sent by the second vehicle-mounted equipment is obtained from the front train; and the second current collision information sent by the computer interlocking system is obtained based on the state of a personnel protection switch corresponding to the train in front.

In one embodiment, the second onboard device comprises an onboard ATP device and an onboard AOM device;

when the target terminal point is the front train, receiving second current collision information sent by a second vehicle-mounted device or a computer interlocking system corresponding to the front train, wherein the second current collision information comprises:

receiving the second current collision information sent by the vehicle-mounted ATP device of the front train when the target terminal point is the front train and the vehicle-mounted ATP device of the front train normally works;

and receiving the second current collision information sent by the vehicle-mounted AOM equipment of the front train or the computer interlocking system under the condition that the target terminal point is the front train and the communication between the vehicle-mounted ATP equipment of the front train and the zone controller is disconnected.

In one embodiment, the train control method is applied to a zone controller.

In a second aspect, the present invention provides a train control method, including:

acquiring first current collision information and sending the first current collision information to a regional controller; wherein the first current crashworthiness information comprises: the first vehicle-mounted equipment acquires information that a coupler can be collided or not collided currently from a current train;

receiving movement authorization information sent by the zone controller, and controlling the current train to run based on the movement authorization information;

the mobile authorization information is obtained by the zone controller based on the first current collision information and the second current collision information; the second current crashworthiness information includes: information that the target endpoint is currently collidable or not currently collidable.

In a third aspect, the present invention further provides a train control device, including:

the first obtaining module is used for receiving first current collision information sent by first vehicle-mounted equipment; wherein the first current crashworthiness information comprises: the first vehicle-mounted equipment acquires information that a coupler can be collided or not collided currently from a current train;

the second acquisition module is used for acquiring second current collision information corresponding to the target terminal; wherein the second current crashworthiness information comprises: information that the target endpoint is currently collidable or not currently collidable;

and the data processing module is used for obtaining movement authorization information based on the first current collision information and the second current collision information, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment.

In a fourth aspect, the present invention further provides a train control device, including:

the system comprises a first acquisition module, a regional controller and a second acquisition module, wherein the first acquisition module is used for acquiring first current collision information and sending the first current collision information to the regional controller; wherein the first current crashworthiness information comprises: the first vehicle-mounted equipment acquires information that a coupler can be collided or not collided currently from a current train;

the second acquisition module is used for receiving the movement authorization information sent by the area controller and controlling the current train to run based on the movement authorization information;

the mobile authorization information is obtained by the zone controller based on the first current collision information and the second current collision information; the second current crashworthiness information includes: information that the target endpoint is currently collidable or not currently collidable.

In a fifth aspect, the present invention further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and operable on the processor, wherein the processor implements the steps of the train control method according to the first aspect or implements the steps of the train control method according to the second aspect when executing the program.

In a sixth aspect, a non-transitory computer readable storage medium has stored thereon a computer program which, when executed by a processor, implements the steps of the train control method of the first aspect, or implements the steps of the train control method of the second aspect.

The train control method, the train control device, the electronic equipment and the storage medium provided by the invention are obtained based on first current collision information and second current collision information when the movement authorization information is calculated, wherein the first current collision information comprises the following steps: the method comprises the following steps that the first vehicle-mounted equipment obtains information that a coupler can be collided currently or cannot be collided currently from a current train, and second current collision information comprises: the method comprises the steps that information that a target terminal can be collided or cannot be collided at present, first current collision information and second current collision information are obtained current collision information and are not fixed values of collision, therefore, finally obtained mobile authorization information can adapt to the situation that the collision possibility of a train coupler changes, the calculated mobile authorization information is adaptive to the current collision possibility of the train coupler, collision of the train coupler under the condition that the train coupler cannot be collided is avoided, the risk of the train is further reduced, and the safety and the usability of a communication-based automatic train control system are improved.

Drawings

In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is one of the flow charts of the train control method provided by the present invention;

FIG. 2 is a flow chart of the zone controller calculating the Collision MA provided by the present invention;

FIG. 3 is a flowchart illustrating a method for determining whether a dangerous point corresponding to an MA endpoint may collide with a zone controller according to the present invention;

FIG. 4 is a second flowchart of a train control method provided by the present invention;

FIG. 5 is a schematic block diagram of a train control apparatus according to the present invention;

fig. 6 is a second schematic block diagram of the train control device according to the present invention;

fig. 7 is a schematic structural diagram of an electronic device provided by the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The general moving authorization (i.e. MA) terminal requires that the train speed is 0, i.e. the vehicle-mounted ATP (i.e. automatic train protection) equipment should control the train to stop before the MA terminal, but for some specific scenes, for example, the zone controller (i.e. ZC system) equipment judges that the MA terminal of the train is a crashable car stop/front car crashable car coupler, the car coupler is also a crashable car coupler, and the parking position of the train is required to be closer to the MA terminal, the zone controller can send the crashable MA to the train, the train speed required by the terminal of the crashable MA is not 0 but is a predetermined speed value which is not higher than the MA terminal and the crashable speed of the car coupler, i.e. when the vehicle-mounted ATP equipment is required to control the train to reach the MA terminal, the train speed is not higher than the predetermined speed value, i.e. the system safety can be ensured.

Since the crashworthiness of the train coupler is not fixed and unchangeable, when the crashworthiness MA is calculated, if the crashworthiness MA is calculated based on the crashworthiness of the original coupler, the train cannot adapt to the condition that the crashworthiness of the coupler is changed, and therefore the danger of the train is increased.

A train control method, apparatus, electronic device, and storage medium of the present invention are described below with reference to fig. 1 to 7.

The invention provides a train control method, which is applied to a zone controller in a communication-based automatic train control system (namely, a CBTC (communication based train control) system, namely, the train control method is executed by the zone controller.

As shown in fig. 1, the train control method includes:

step 110, receiving first current collision information sent by first vehicle-mounted equipment; wherein the first current crashworthiness information includes: and the first vehicle-mounted equipment acquires the information that the coupler can be collided currently or can not be collided currently from the current train.

It should be noted that the first vehicle-mounted device may be disposed in the current train, and the information that the coupler of the current train may collide or may not collide is acquired by the first vehicle-mounted device, that is, the information that the coupler of the current train may collide or may not collide. The train in the invention is based on the communication train automatic control system.

It can be understood that a hard-wired interface is added between the first vehicle-mounted device and the current train shop, so that the first vehicle-mounted device can acquire the first current crashworthiness information from the current train through the hard-wired interface.

The train control method is executed by the zone controller, so that a communication protocol between the first vehicle-mounted equipment and the zone controller needs to be modified, and the first vehicle-mounted equipment sends the first current collision information to the zone controller, so that the zone controller can acquire the first current collision information corresponding to the current train.

Step 120, obtaining second current collision information corresponding to the target terminal; wherein the second current crashworthiness information corresponding to the target end point includes: information that the target endpoint is currently collidable or not currently collidable.

It is understood that the target endpoint, i.e., the mobile authorization endpoint, corresponds to a dangerous point.

And step 130, obtaining movement authorization information based on the first current collision information and second current collision information corresponding to the target terminal, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment.

It can be understood that the area controller stores the first current crashworthiness information corresponding to the couplers at the two ends of the current train, which is sent by the first vehicle-mounted device, as the train state information after receiving the first current crashworthiness information.

When calculating the mobile authorization information, the zone controller does not inquire the inherent collision information of the train coupler corresponding to the zone controller according to the ID (namely, the identification number) of the vehicle-mounted device (such as a vehicle-mounted ATP device), namely the train coupler can collide or cannot collide, but inquires the received and stored real-time first current collision information.

The mobile authorization information comprises a collision-capable MA and a collision-incapable MA; when calculating the collisionable MA for the in-vehicle ATP device, at least the following conditions should be satisfied:

1) the train front-end train coupler corresponding to the current train has the crashworthiness;

2) if the MA terminal point corresponding to the dangerous point is the coupler of other trains, the coupler has crashworthiness.

In some embodiments, the target end point is a front stop of the current train, or a front train of the current train.

In some embodiments, obtaining second current crashworthiness information corresponding to the target endpoint includes:

and when the target terminal point is the front train, receiving second current collision information sent by a second vehicle-mounted device or a computer interlocking system (namely, a CI system) corresponding to the front train.

The second current collision information sent by the second vehicle-mounted equipment is obtained from the front train; the second current crashworthiness information sent by the computer interlocking system is obtained based on the state of a personnel protection switch (namely: SPKS switch) corresponding to the front train.

In some embodiments, the second onboard device includes an onboard ATP device and an onboard AOM (i.e., an onboard wake-on-sleep) device;

when the target terminal point is the front train, receiving second on-board equipment or a computer interlocking system corresponding to the front train, and sending second current collision information, wherein the second current collision information comprises:

receiving second current collision information sent by the vehicle-mounted ATP equipment of the front train under the condition that the target terminal point is the front train and the vehicle-mounted ATP equipment of the front train normally works;

and when the target terminal point is the front train and the communication between the vehicle-mounted ATP equipment of the front train and the zone controller is disconnected, receiving second current collision information sent by the vehicle-mounted AOM equipment or the computer interlocking system of the front train. The vehicle-mounted ATP device of the front train may be disconnected from the zone controller after the vehicle-mounted ATP device is dormant.

In the case where the target destination is the front train, it is considered that the ATP facility mounted on the front train performs the sleep power-off operation after the front train returns to the garage.

After the vehicle-mounted ATP equipment of the front train is powered off, the zone controller loses communication with the vehicle-mounted ATP equipment, and in order to improve the system availability, the zone controller still needs to send a collision MA to the rear train after the front train returns to the garage and sleeps, so that the zone controller still can acquire the collision performance of the vehicle-mounted ATP equipment corresponding to a train coupler after the vehicle-mounted ATP equipment sleeps. To this end, two implementations are proposed:

the first scheme is as follows: the vehicle-mounted AOM equipment and a hard wire interface between a train workshop and the vehicle-mounted AOM equipment and a communication interface between the vehicle-mounted AOM equipment and the regional controller are added, after the vehicle-mounted ATP equipment is dormant, the vehicle-mounted AOM equipment realizes the functions of collecting the car coupler crashworthiness and sending the car coupler to the regional controller, and the vehicle-mounted AOM equipment can continuously communicate with the regional controller because the vehicle-mounted ATP equipment is not powered off after the vehicle-mounted ATP equipment is dormant, so that the regional controller can continuously obtain the car coupler crashworthiness of two ends of a dormant train.

It should be noted that the crashable MA is a safety function, and the existing vehicle-mounted AOM device is a non-safety device, so that the safety of the vehicle-mounted AOM device needs to be improved, and the safety function of collecting the crashability of the car coupler and sending the collected car coupler to the zone controller can be realized.

Scheme II: if the front train guarantees that the car coupler crashworthiness cannot be changed under the unmanned intervention condition, a scheme that the car coupler crashworthiness sent before the vehicle-mounted ATP device of the front train is in dormancy is reserved by a zone controller on the premise that no person enters a garage can be considered. This solution does not require an increase in the communication of the vehicle AOM device. After the vehicle-mounted ATP equipment of the front train is dormant, the regional controller reserves the crashworthiness of the car couplers at the two ends of the train sent before the vehicle-mounted ATP equipment of the front train is dormant, and calculates the crashworthiness MA for other trains according to the crashworthiness.

Since the zone controller cannot obtain the crashworthiness of the car coupler in real time from the vehicle-mounted ATP device of the train in front, the zone controller needs to set the car coupler of the train in front to be in a non-crashworthiness state when personnel enter the zone where the train in front is located in order to ensure the safety of the system.

The system outputs safe application conditions to operation and maintenance personnel, and personnel protection switches in the area are activated before the personnel enter the area where the train in front is located. The region controller obtains the state of the personnel protection switch from the computer interlocking system, and when the personnel protection switch is activated, the region controller sets the couplers at the two ends of the dormant train in the region corresponding to the personnel protection switch into a non-collision state.

To improve system availability, a "coupler crashable confirmation button" corresponding to a personnel protection switch area is added. Before a person leaves a person protection switch area, the possibility of collision of train couplers in the area is not influenced or the train couplers in the area have the possibility of collision through manual confirmation, and after the confirmation, a 'coupler collision confirmation button' corresponding to the area is pressed, the button state is collected by a computer interlocking system and is sent to an area controller, and after the button state is received by the area controller, the train couplers of the train in the area are set to be in the collision state.

In other embodiments, the flowchart for the zone controller to calculate the MA that can collide is shown in fig. 2, and the flowchart for the zone controller to determine whether the MA end point corresponds to the dangerous point that can collide is shown in fig. 3.

The first current collision information of the current train and the second current collision information corresponding to the target terminal are respectively as follows:

in the first situation, when the current train sends first current collision information of the train head coupler to the corresponding vehicle-mounted ATP equipment, the vehicle-mounted ATP equipment sends the information that the train head coupler cannot collide to the area controller, and the area controller judges that the condition of calculating the collision-available MA for the vehicle-mounted ATP equipment is not met, so that the common MA is sent to the vehicle-mounted ATP equipment.

In the second situation, the first current crashworthiness information sent by the current train to the corresponding vehicle-mounted ATP equipment is locomotive coupler crashworthiness information, the vehicle-mounted ATP equipment sends the locomotive coupler crashworthiness information to the area controller, the area controller judges that the locomotive coupler of the train meets the conditions, but the MA end point does not meet the conditions for calculating the crashworthiness MA for the vehicle-mounted ATP equipment because the locomotive coupler of the train does not meet the conditions because the MA end point corresponds to a dangerous point and can not be collided, and the common MA is sent to the vehicle-mounted ATP equipment.

And under the third condition, the first current crashworthiness information sent by the current train to the corresponding vehicle-mounted ATP equipment is locomotive coupler crashworthiness information, the vehicle-mounted ATP equipment sends the locomotive coupler crashworthiness information to the area controller, the area controller judges that the locomotive coupler of the train meets the conditions, and the MA terminal point corresponds to a dangerous point and can be collided, so that the conditions for calculating the crashworthiness MA for the vehicle-mounted ATP equipment are met, and the crashworthiness MA is sent to the vehicle-mounted ATP equipment.

And in the fourth situation, the first current crashworthiness information sent by the current train to the corresponding vehicle-mounted ATP equipment is locomotive coupler crashworthiness information, the vehicle-mounted ATP equipment of the current train sends the locomotive coupler crashworthiness information to the zone controller, the zone controller is prepared to calculate a crashworthiness MA for the vehicle-mounted ATP equipment of the current train, a dangerous point corresponding to an MA terminal point is a front train (front train for short), and the communication between the zone controller and the vehicle-mounted ATP equipment of the front train is interrupted.

The method comprises the steps that vehicle-mounted ATP equipment of a current train sends collision information of a train head and train coupler to a zone controller, the zone controller judges that the train head and train coupler of the current train meets conditions, but the communication between the zone controller and the vehicle-mounted ATP equipment of a front train is interrupted, so that the condition that an MA terminal point corresponds to a dangerous point and cannot collide is judged, the condition that the MA terminal point can collide is not calculated for the vehicle-mounted ATP equipment of the current train is not met, and therefore common MA is sent to the vehicle-mounted ATP equipment of the current train.

In the fifth situation, the current train sends the information that the train head and the train hook can collide to the corresponding vehicle-mounted ATP equipment, the area controller is prepared to calculate the MA which can collide for the vehicle-mounted ATP equipment of the current train, the MA terminal point corresponding to the dangerous point is the front train, the area controller is normally communicated with the vehicle-mounted ATP equipment of the front train, and the front train cannot collide with the near-end train hook of the current train behind the front train.

The method comprises the steps that vehicle-mounted ATP equipment of a current train sends vehicle head and vehicle hook collision information to a zone controller, the zone controller judges that the vehicle head and vehicle hook of the current train meet conditions, but the zone controller receives the near-end vehicle hook collision incapability information of the front train, so that the MA terminal point is judged to be collidable corresponding to a dangerous point, the MA collision incapability condition is not calculated for the vehicle-mounted ATP equipment of the current train, and therefore common MA is sent to the vehicle-mounted ATP equipment of the current train.

In the sixth situation, the current train sends the information that the train head and the train hook can collide to the corresponding vehicle-mounted ATP equipment, the area controller prepares to calculate the MA which can collide for the vehicle-mounted ATP equipment, the dangerous point corresponding to the MA end point is the front train, the communication between the area controller and the vehicle-mounted ATP equipment of the front train is normal, and the front train cannot collide with the near-end train hook of the rear train.

The method comprises the steps that vehicle-mounted ATP equipment of a current train sends vehicle head coupler collision information to a zone controller, the zone controller judges that the vehicle head coupler of the train meets conditions, but the zone controller receives near-end coupler collision incapability information of a front train, so that the MA end point is judged to be corresponding to a dangerous point and not to be collided, the MA collision allowable condition is not calculated for the vehicle-mounted ATP equipment of the current train, and therefore common MA is sent to the vehicle-mounted ATP equipment of the current train.

And in the seventh situation, the current train sends the information that the train head and the train hook can collide to the corresponding vehicle-mounted ATP equipment, the area controller prepares the vehicle-mounted ATP equipment of the current train to calculate the MA which can collide, the dangerous point corresponding to the MA terminal point is the front train, the area controller is normally communicated with the vehicle-mounted ATP equipment of the front train, and the near-end train hook of the front train and the rear train can collide.

The method comprises the steps that vehicle-mounted ATP equipment of a current train sends car head and car coupler collision information to a zone controller, the zone controller judges that the car head and car coupler of the current train meet conditions, and the zone controller receives the near-end car coupler collision information of a front train, so that the MA end point is judged to be collided corresponding to a dangerous point, the MA collision condition is calculated for the vehicle-mounted ATP equipment of the current train, and therefore the MA collision can be sent to the vehicle-mounted ATP equipment of the current train.

In the eighth situation, the current train sends the information that the train head and the train hook can collide to the corresponding vehicle-mounted ATP equipment, the area controller is prepared to calculate the MA which can collide for the vehicle-mounted ATP equipment of the current train, the MA terminal point corresponds to the dangerous point and is the front dormant train, the communication scheme of the vehicle-mounted AOM equipment of the current train and the area controller is adopted in the circuit, the communication between the area controller and the vehicle-mounted AOM equipment of the front train is normal, and the near-end train hook of the rear train with the distance between the front train and the rear train can collide.

The method comprises the steps that vehicle-mounted ATP equipment of a current train sends vehicle head and vehicle hook collision information to a zone controller, the zone controller judges that the vehicle head and vehicle hook of the current train meet conditions, and the zone controller receives the near-end vehicle hook collision information of a front train, so that the MA terminal point is judged to correspond to a danger point to be collided, the MA collision condition is calculated for the vehicle-mounted ATP equipment of the current train, and therefore the MA collision can be sent to the vehicle-mounted ATP equipment of the current train.

In the ninth situation, the current train sends the information that the train head and the train hook can collide to the corresponding vehicle-mounted ATP equipment, the area controller is prepared to calculate the MA which can collide for the vehicle-mounted ATP equipment of the current train, the MA terminal point corresponds to the dangerous point and is the front dormant train, the scheme that the area controller stores the collision state before the dormancy of the front train is adopted in the circuit, before the dormancy of the front train, the train hook at the near end of the front train behind the train can collide, after the dormancy of the front train, the personnel protection switch in the corresponding area is activated, and the collision confirmation button of the train hook is not pressed down.

And the vehicle-mounted ATP equipment of the current train sends the information that the train head and the train hook can collide to the zone controller, and the zone controller judges that the train head and the train hook meet the conditions. After the front train is dormant, the zone controller stores the collision-enabled state of the car couplers at the near end of the front train, but when the personnel protection switch corresponding to the front train is activated, the zone controller sets the collision-enabled state of the car couplers at the two ends of the front train as non-collision-enabled, so that the zone controller judges that the MA terminal point corresponds to a dangerous point and cannot collide, and the condition that the MA terminal point can collide is not calculated for the vehicle-mounted ATP equipment of the current train is not met, so that the non-collision MA is sent to the vehicle-mounted ATP equipment of the current train.

At the moment, an operator presses a coupler collision confirmation button in a corresponding area of the front train, the area controller sets collision-enabled states of couplers at two ends of the front train to be collision-enabled, judges that a danger point corresponding to an MA terminal point is collision-enabled, and meets the condition of calculating collision-enabled MA for the vehicle-mounted ATP equipment of the current train, so that the collision-enabled MA is sent to the vehicle-mounted ATP equipment of the current train.

In summary, in the train control method provided by the present invention, first current collision information sent by a first vehicle-mounted device is received; wherein the first current crashworthiness information includes: the method comprises the steps that a first vehicle-mounted device obtains information that a coupler can be collided currently or cannot be collided currently from a current train; acquiring second current collision information corresponding to the target terminal; wherein the second current crashworthiness information corresponding to the target end point includes: information that the target end point can be collided currently or cannot be collided currently; and obtaining movement authorization information based on the first current collision information and second current collision information corresponding to the target terminal, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment.

In the train control method provided by the invention, when the movement authorization information is calculated, the movement authorization information is obtained based on the first current crashworthiness information and the second current crashworthiness information, and the first current crashworthiness information comprises the following steps: the method comprises the following steps that the first vehicle-mounted equipment obtains information that a coupler can be collided currently or cannot be collided currently from a current train, and second current collision information comprises: the method comprises the steps that information that a target terminal can be collided or cannot be collided at present, first current collision information and second current collision information are obtained current collision information, but are not fixed values of collision, so that finally obtained mobile authorization information can adapt to the situation that the collision possibility of a train coupler changes, the calculated mobile authorization information is adaptive to the current collision possibility of the train coupler, collision of the train coupler under the condition that the train coupler cannot be collided is avoided, the risk of a train is further reduced, and the safety of a communication-based automatic train control system is improved.

Another train control method provided by the present invention is described below, and the another train control method described below is applied to an on-board device, that is, the another train control method is performed by the on-board device.

The train control method applied to the on-board device corresponds to the train control method applied to the zone controller described above, and may be referred to in correspondence with each other.

As shown in fig. 4, the train control method applied to the on-board device includes:

step 410, acquiring first current collision information, and sending the first current collision information to a regional controller; wherein the first current crashworthiness information includes: and the first vehicle-mounted equipment acquires the information that the coupler can be collided currently or can not be collided currently from the current train.

And step 420, receiving the movement authorization information sent by the zone controller, and controlling the current train to run based on the movement authorization information.

The mobile authorization information is obtained by the zone controller based on the first current collision information and second current collision information corresponding to the target terminal; the second current crashworthiness information corresponding to the target end point includes: information that the target endpoint is currently collidable or not currently collidable.

In some embodiments, the target end point is a front stop of the current train, or a front train of the current train.

In some embodiments, the second current collision performance information corresponding to the target end point is obtained, and the second current collision performance information is sent by the zone controller when the target end point is the front train and the second on-board device or the computer interlocking system corresponding to the front train is received.

Further, the second current crashworthiness information is information that a coupler of the front train may or may not collide.

The second current collision information sent by the second vehicle-mounted equipment is obtained from the front train; and the second current collision information sent by the computer interlocking system is obtained based on the state of a personnel protection switch corresponding to the train in front.

In some embodiments, the second onboard device comprises an onboard ATP device and an onboard AOM device;

the method comprises the following steps that when a target terminal point is a front train, a zone controller receives second vehicle-mounted equipment or a computer interlocking system corresponding to the front train, and second current collision information sent by the zone controller comprises the following steps:

under the condition that the target terminal point is a front train and the vehicle-mounted ATP equipment of the front train normally works, the area controller receives second current collision information sent by the vehicle-mounted ATP equipment of the front train;

and when the target terminal point is the front train and the communication between the vehicle-mounted ATP equipment of the front train and the zone controller is disconnected, the zone controller receives second current collision information sent by the vehicle-mounted AOM equipment or the computer interlocking system of the front train.

The following describes a train control device provided by the present invention, which is applied to a zone controller, and the train control device applied to the zone controller described below and the train control method applied to the zone controller described above can be referred to each other.

The present invention also provides a train control device applied to a zone controller, as shown in fig. 5, the train control device 500 including: a first acquisition module 510, a second acquisition module 520, and a data processing module 530.

The first obtaining module 510 is configured to receive first current collision information sent by a first vehicle-mounted device; wherein the first current crashworthiness information includes: and the first vehicle-mounted equipment acquires the information that the coupler can be collided currently or can not be collided currently from the current train.

The second obtaining module 520 is configured to obtain second current collision information corresponding to the target endpoint; wherein the second current crashworthiness information corresponding to the target end point includes: information that the target endpoint is currently collidable or not currently collidable.

The data processing module 530 is configured to obtain movement authorization information based on the first current collision information and second current collision information corresponding to the target end point, and send the movement authorization information to the vehicle-mounted device, so as to control the current train to run based on the vehicle-mounted device.

In some embodiments, the target end point is a front stop of the current train, or a front train of the current train.

In some embodiments, the second obtaining module 520 is further configured to receive, in a case that the target destination is a front train, second current collision performance information sent by a second on-board device or a computer interlock system corresponding to the front train.

Further, the second current crashworthiness information is information that a coupler of the front train may or may not collide.

The second current collision information sent by the second vehicle-mounted equipment is obtained from the front train; and the second current collision information sent by the computer interlocking system is obtained based on the state of a personnel protection switch corresponding to the train in front.

In some embodiments, the second onboard device includes an onboard ATP device and an onboard AOM device.

The second obtaining module 520 includes: a first receiving unit and a second receiving unit.

The first receiving unit is used for receiving second current collision information sent by the vehicle-mounted ATP device of the front train when the target terminal point is the front train and the vehicle-mounted ATP device of the front train normally works.

And the second receiving unit is used for receiving the second current collision information sent by the vehicle-mounted AOM equipment or the computer interlocking system of the front train when the target terminal point is the front train and the communication between the vehicle-mounted ATP equipment of the front train and the zone controller is disconnected.

Another train control device 500 provided by the present invention is described below, the train control device 500 is applied to an on-board device, and the train control device 500 applied to the on-board device described below and the train control method applied to the on-board device described above can be referred to correspondingly.

As shown in fig. 6, the train control device 600 includes: a first acquisition module 610 and a second acquisition module 620.

The first obtaining module 610 is configured to obtain first current collision information and send the first current collision information to the area controller; wherein the first current crashworthiness information includes: and the first vehicle-mounted equipment acquires the information that the coupler can be collided currently or can not be collided currently from the current train.

The second obtaining module 620 is configured to receive the movement authorization information sent by the zone controller, and control the current train to run based on the movement authorization information.

The mobile authorization information is obtained by the zone controller based on the first current collision information and second current collision information corresponding to the target terminal; the second current crashworthiness information corresponding to the target end point includes: information that the target endpoint is currently collidable or not currently collidable.

In some embodiments, the target end point is a front stop of the current train, or a front train of the current train.

In some embodiments, the second current collision performance information corresponding to the target end point is obtained, and the second current collision performance information is sent by the zone controller when the target end point is the front train and the second on-board device or the computer interlocking system corresponding to the front train is received.

Further, the second current crashworthiness information is information that a coupler of the front train may or may not collide.

The second current collision information sent by the second vehicle-mounted equipment is obtained from the front train; and the second current collision information sent by the computer interlocking system is obtained based on the state of a personnel protection switch corresponding to the train in front.

In some embodiments, the second onboard device comprises an onboard ATP device and an onboard AOM device;

the method comprises the following steps that when a target terminal point is a front train, a zone controller receives second vehicle-mounted equipment or a computer interlocking system corresponding to the front train, and second current collision information sent by the zone controller comprises the following steps:

under the condition that the target terminal point is a front train and the vehicle-mounted ATP equipment of the front train normally works, the area controller receives second current collision information sent by the vehicle-mounted ATP equipment of the front train;

and when the target terminal point is the front train and the communication between the vehicle-mounted ATP equipment of the front train and the zone controller is disconnected, the zone controller receives second current collision information sent by the vehicle-mounted AOM equipment or the computer interlocking system of the front train.

The electronic device and the storage medium provided by the present invention are described below, and the electronic device and the storage medium described below and the train control method described above may be referred to in correspondence with each other.

Fig. 7 illustrates a physical structure diagram of an electronic device, and as shown in fig. 7, the electronic device may include: a processor (processor)710, a communication Interface (Communications Interface)720, a memory (memory)730, and a communication bus 740, wherein the processor 710, the communication Interface 720, and the memory 730 communicate with each other via the communication bus 740. Processor 710 may invoke logic instructions in memory 730 to perform a train control method comprising:

step 110, receiving first current collision information sent by first vehicle-mounted equipment; wherein the first current crashworthiness information includes: the method comprises the steps that a first vehicle-mounted device obtains information that a coupler can be collided currently or cannot be collided currently from a current train;

step 120, obtaining second current collision information corresponding to the target terminal; wherein the second current crashworthiness information corresponding to the target end point includes: information that the target end point can be collided currently or cannot be collided currently;

step 130, obtaining movement authorization (namely: MA) information based on the first current collision information and second current collision information corresponding to the target terminal, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment;

alternatively, the first and second electrodes may be,

step 410, acquiring first current collision information, and sending the first current collision information to a regional controller; wherein the first current crashworthiness information includes: the method comprises the steps that a first vehicle-mounted device obtains information that a coupler can be collided currently or cannot be collided currently from a current train;

and step 420, receiving the movement authorization information sent by the zone controller, and controlling the current train to run based on the movement authorization information.

In addition, the logic instructions in the memory 730 can be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

In another aspect, the present invention also provides a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform a train control method provided by the above methods, the method comprising:

step 110, receiving first current collision information sent by first vehicle-mounted equipment; wherein the first current crashworthiness information includes: the method comprises the steps that a first vehicle-mounted device obtains information that a coupler can be collided currently or cannot be collided currently from a current train;

step 120, obtaining second current collision information corresponding to the target terminal; wherein the second current crashworthiness information corresponding to the target end point includes: information that the target end point can be collided currently or cannot be collided currently;

step 130, obtaining movement authorization (namely: MA) information based on the first current collision information and second current collision information corresponding to the target terminal, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment;

alternatively, the first and second electrodes may be,

step 410, acquiring first current collision information, and sending the first current collision information to a regional controller; wherein the first current crashworthiness information includes: the method comprises the steps that a first vehicle-mounted device obtains information that a coupler can be collided currently or cannot be collided currently from a current train;

and step 420, receiving the movement authorization information sent by the zone controller, and controlling the current train to run based on the movement authorization information.

In yet another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the train control method provided above, the method comprising:

step 110, receiving first current collision information sent by first vehicle-mounted equipment; wherein the first current crashworthiness information includes: the method comprises the steps that a first vehicle-mounted device obtains information that a coupler can be collided currently or cannot be collided currently from a current train;

step 120, obtaining second current collision information corresponding to the target terminal; wherein the second current crashworthiness information corresponding to the target end point includes: information that the target end point can be collided currently or cannot be collided currently;

step 130, obtaining movement authorization (namely: MA) information based on the first current collision information and second current collision information corresponding to the target terminal, and sending the movement authorization information to the vehicle-mounted equipment so as to control the current train to run based on the vehicle-mounted equipment;

alternatively, the first and second electrodes may be,

step 410, acquiring first current collision information, and sending the first current collision information to a regional controller; wherein the first current crashworthiness information includes: the method comprises the steps that a first vehicle-mounted device obtains information that a coupler can be collided currently or cannot be collided currently from a current train;

and step 420, receiving the movement authorization information sent by the zone controller, and controlling the current train to run based on the movement authorization information.

The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.