CN111746596A

CN111746596A - Train parking control method and device

Info

Publication number: CN111746596A
Application number: CN202010531291.2A
Authority: CN
Inventors: 张敏慧; 符萌; 李乾社; 沈志凌; 石先明
Original assignee: China Railway Siyuan Survey and Design Group Co Ltd
Current assignee: China Railway Siyuan Survey and Design Group Co Ltd
Priority date: 2020-06-11
Filing date: 2020-06-11
Publication date: 2020-10-09

Abstract

The embodiment of the application discloses a train parking control method and device, wherein the method comprises the following steps: receiving a CTCS-13 packet sent by a responder, wherein the CTCS-13 packet comprises stopping reference point information corresponding to a first type of train and stopping reference point information corresponding to a second type of train; determining the parking reference point information corresponding to the train according to the CTCS-13 packet; controlling the train to stop based on the stopping reference point information.

Description

Train parking control method and device

Technical Field

The application relates to the technical field of automatic train driving, in particular to a train parking control method and device.

Background

In the related art, when a train runs in a manual driving mode, a train running command is to determine the running speed and the stopping position of the train by combining the running state of the train by a driver and external environmental factors; when the Train operates in an Automatic driving mode, the stopping position, Train control curve and the like of the Train are determined by an Automatic Train Operation (ATO) system. At present, the existing train parking positions are all fixedly arranged.

Disclosure of Invention

In view of this, embodiments of the present application provide a train stop control method and apparatus to solve at least one problem in the prior art.

In order to achieve the above purpose, the technical solution of the embodiment of the present application is implemented as follows:

in a first aspect, an embodiment of the present application provides a train stop control method, where the method includes:

receiving a CTCS-13 packet sent by a responder, wherein the CTCS-13 packet comprises stopping reference point information corresponding to a first type of train and stopping reference point information corresponding to a second type of train;

determining the parking reference point information corresponding to the train according to the CTCS-13 packet;

controlling the train to stop based on the stopping reference point information.

In an optional implementation manner, the determining the stopping reference point information corresponding to the train according to the CTCS-13 packet includes:

determining parking reference point information corresponding to the type of the train in the CTCS-13 packet according to the type of the train;

wherein the parking reference point information includes a distance between the transponder and a parking reference point.

In an alternative embodiment, the controlling the train to stop based on the stopping reference point information includes:

calculating the deceleration required by the zero reduction of the train speed when the train runs to the stopping reference point according to the distance between the transponder and the stopping reference point and the current train speed of the train;

and controlling the train to run to the stopping reference point according to the calculated deceleration, wherein the train speed is reduced to zero when the train runs to the stopping reference point.

In an alternative embodiment, the transponders include inbound transponders, outbound transponders, location transponders, and pinpoint transponders; wherein the content of the first and second substances,

the station-entering transponder and the positioning transponder are arranged in an area outside the station-entering signal machine;

the outbound transponder is arranged at the head of the femoral tract;

the accurate positioning transponder is arranged in the middle of the station track.

In an alternative embodiment, the precisely positioned transponder is a passive transponder.

In an optional embodiment, the method further comprises:

receiving link information sent by a responder; wherein the link information includes information related to other transponders required for controlling the train to stop.

In an optional embodiment, the parking reference point information in the CTCS-13 package is determined based on parking demand, wherein the parking demand includes: parking in the middle and in subareas.

In a second aspect, an embodiment of the present application provides a train stop control device, including:

the system comprises a receiving unit, a response unit and a control unit, wherein the receiving unit is used for receiving a CTCS-13 packet sent by a responder, and the CTCS-13 packet comprises stopping reference point information corresponding to a first type of train and stopping reference point information corresponding to a second type of train;

the judging unit is used for determining the parking reference point information corresponding to the train according to the CTCS-13 packet;

a control unit for controlling the train to stop based on the stopping reference point information.

In an optional implementation manner, the determining unit is specifically configured to determine, according to a type of a train, stopping reference point information corresponding to the type of the train in the CTCS-13 packet;

In an alternative embodiment, the control unit is specifically configured to calculate a deceleration required for reducing the train speed to zero when the train runs to the stopping reference point according to the distance between the transponder and the stopping reference point and the current train speed of the train;

In an alternative embodiment, the transponders include inbound transponders, outbound transponders, position and pinpoint transponders; wherein the content of the first and second substances,

the outbound transponder is arranged at the head of the femoral tract;

In an optional embodiment, at least 3 accurate positioning transponders are correspondingly arranged on each parking reference point; wherein the distance between the accurate positioning transponder closest to the parking reference point and the parking reference point is less than or equal to 10 m; the distance between the accurate positioning transponder next to the parking reference point and the parking reference point is less than or equal to 40 m.

In an alternative embodiment, the apparatus further comprises:

the link unit is used for receiving link information sent by the responder;

wherein the link information includes information related to other transponders required for controlling the train to stop.

In a third aspect, an embodiment of the present application provides an electronic device, including:

the network interface is used for realizing connection communication among the components;

a memory for storing executable instructions;

and the processor is used for realizing the train stop control method of the first aspect when executing the executable instructions stored in the memory.

In a fourth aspect, an embodiment of the present application provides a storage medium, where the storage medium stores a computer program, and when the computer program is executed by at least one processor, the method for train stop control according to the first aspect is implemented.

The embodiment of the application discloses a train parking control method and device, wherein the method comprises the following steps: receiving a CTCS-13 packet sent by a responder, wherein the CTCS-13 packet comprises stopping reference point information corresponding to a first type of train and stopping reference point information corresponding to a second type of train; determining the parking reference point information corresponding to the train according to the CTCS-13 packet; controlling the train to stop based on the stopping reference point information. In the embodiment of the application, the message content in the CTCS-13 packet is changed to enable the CTCS-13 packet to comprise the stop reference point information corresponding to different types of trains, so that a train stop control mode based on different stop reference points can be realized, further, the stop reference points of the trains can be adjusted to balance the utilization efficiency of passenger channels and station facilities arranged in stations, the traveling time of passenger station areas is reduced, and the condition of congestion of the exit is relieved.

Drawings

FIG. 1 is a schematic diagram of a typical arrangement of a transponder in a prior art arrangement;

FIG. 2 is a schematic diagram of a link of a transponder in a prior art scheme;

fig. 3 is a schematic diagram of a conventional scheme in which a responder transmits a CTCS-13 packet;

fig. 4 is a schematic flow chart of a train stop control method according to an embodiment of the present disclosure;

FIG. 5 is a schematic diagram of a transponder placement scenario for a centered parking according to an embodiment of the present application;

fig. 6 is a schematic view of a link mode of a transponder during centered parking according to an embodiment of the present application;

fig. 7 is a first schematic diagram illustrating that a central parking responder transmits a CTCS-13 packet according to an embodiment of the present application;

fig. 8 is a second schematic diagram illustrating that a central parking responder transmits a CTCS-13 packet according to the embodiment of the present application;

FIG. 9 is a schematic diagram of a transponder setting scheme during zone parking according to an embodiment of the present application;

FIG. 10 is a schematic diagram illustrating a link manner of a transponder during parking in a subarea according to an embodiment of the present application;

fig. 11 is a schematic diagram illustrating that a responder transmits a CTCS-13 packet when a partition parks according to an embodiment of the present application;

fig. 12 is a schematic structural diagram of a train stop control device according to an embodiment of the present disclosure;

fig. 13 is a schematic diagram of a specific hardware structure of a train stop control device according to an embodiment of the present application.

Detailed Description

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

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present application. It will be apparent, however, to one skilled in the art, that the present application may be practiced without one or more of these specific details. In other instances, well-known features have not been described in order to avoid obscuring the present application; that is, not all features of an actual embodiment are described herein, and well-known functions and structures are not described in detail.

In the drawings, the size of layers, regions, elements, and relative sizes may be exaggerated for clarity. Like reference numerals refer to like elements throughout.

It will be appreciated that spatial relationship terms, such as "under … …," "under … …," "under … …," "over … …," "over," and the like, may be used herein for ease of description to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, then elements or features described as "below" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary terms "below … …" and "below … …" can encompass both an orientation of up and down. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatial descriptors used herein interpreted accordingly.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of the associated listed items.

The Chinese Train Operation Control System (CTCS) is used for monitoring the safe Operation of trains, and the CTCS completes the Automatic Train Protection (ATP) function at the beginning of research and development, but does not set the Automatic Train Operation (ATO) function. At present, most of the motor train units operated by the CTCS train control system have 8 trains and 16 trains (short trains and long trains), and the length of the motor train units is generally 215m and 430 m.

At present, motor train unit trains all operate in a manual driving mode, and the trains are controlled by drivers to enter a platform for parking. Under the condition that a platform is provided with a plurality of parking marks, the driver often selects the wrong parking mark for stopping due to reasons because of the tension of the working height of the driver, so that the train is stopped wrongly, even the problem that the train can not completely enter the station occurs, and further, the safety risk is brought to passengers. In view of this, the long and short marshalling trains in the current station are all parked at the parking sign position of the long marshalling train.

With the continuous progress of the technology, the CTCS has developed the research and application of the matching technology related to the ATO function, and provides technical guarantee for improving the operation energy, saving energy and reducing loss. The ATO functions matched with the conventional CTCS train control system comprise automatic departure, automatic interval operation, automatic station stop, automatic door opening (protection), door/platform door linkage and the like, wherein the automatic station stop function is used for performing related calculation and controlling the train to stop by depending on the fixed stop reference point information in a CTCS-13 packet sent by a set accurate positioning responder.

Under the condition that the effective length of the station track is 650m and the length of the station platform is 450m, a schematic diagram of a general arrangement scheme of a precise positioning transponder of the station is shown in figure 1. In order to ensure that the error of the train parking position is within a certain range, the accurate positioning transponders are generally arranged at positions close to the parking positions by 10m and 40m, and 5 accurate positioning transponders (BJD1-BJD5) are arranged in the range of the station track in consideration of the uplink and downlink bidirectional parking requirements of the station track.

In order to ensure the effectiveness and integrity of the communication between the train and the ground equipment, it is necessary to establish the link relationship between the positioning transponders and their associated transponders, i.e., to configure link information (ETCS-5 packets) in the inbound transponder groups BX and BS, the outbound transponder groups BS3 and BX3, and the pinpoint transponders BJD1-BJD 5. A specific transponder linking scheme is shown in fig. 2.

Fixed stopping reference point information is configured in CTCS-13 packets in the station exit transponder group BS3 and BX3 and the pinpoint transponders BJD1-BJD 5. A schematic diagram of the transmission of the CTCS-13 packet by each specific responder group is shown in fig. 3.

The packet structure of the CTCS-13 packet sent by the responder is shown in table 1:

TABLE 1

As can be seen from table 1, the parking reference point information in the conventional CTCS-13 package is fixed.

Because the stopping reference point is fixed in the existing stopping control method and the content in the CTCS-13 packet is fixed, the centralized stopping of different types of trains cannot be realized, and the zone stopping of different types of trains cannot be realized. Only a single fixed parking mode can be used, so that the utilization rate of facilities such as access passages distributed on station platforms is low, and the condition of congestion at an exit is easy to occur.

Therefore, the following technical scheme of the embodiment of the application is provided.

The embodiment of the present application provides a train stop control method, and fig. 4 is a schematic flow chart of the train stop control method provided in the embodiment of the present application, and the method mainly includes the following steps:

step 401, receiving a CTCS-13 packet sent by a responder, wherein the CTCS-13 packet includes stopping reference point information corresponding to a first type of train and stopping reference point information corresponding to a second type of train.

In the embodiment of the application, when a train runs to the position of a transponder, a vehicle-mounted ATO receives a CTCS-13 packet sent by the transponder, wherein the CTCS-13 packet comprises stopping reference point information corresponding to a first type of train and stopping reference point information corresponding to a second type of train. In some embodiments, the first type of train may be a short consist train and the second type of train may be a long consist train. In the embodiment of the application, different stopping reference point information is set for different marshalling trains, and the different stopping reference point information corresponding to the different marshalling trains is configured in the CTCS-13 packet sent by the transponder. It should be noted that a plurality of pieces of stopping reference point information (two or more) may be arranged in the CTCS-13 package, and the stopping reference point information corresponding to the first type train and the stopping reference point information corresponding to the second type train in the embodiment of the present application are merely exemplary and are not intended to limit the present application.

In an embodiment of the present application, the parking reference point information configured in the CTCS-13 package is determined based on a parking demand, where the parking demand includes: parking in the middle and in subareas. That is, in the embodiment of the present application, the stopping reference point is set based on the stopping requirements of different trains, however, the types of different trains (e.g., the consist parameters) may be different, that is, the lengths of the trains may be different, and therefore, the stopping reference point is also set based on the types of the trains.

Here, in order to make the CTCS-13 packet have the selectivity of the position of the parking positioning reference point, the message structure of the CTCS-13 packet is adjusted to be used for transmitting different pieces of parking reference point information and effective identifiers of train types to the car ATO, and the message structure of the adjusted CTCS-13 packet in the embodiment of the present application is shown in table 2:

TABLE 2

Through the adjustment, each CTCS-13 message can contain a plurality of pieces of stop reference point information and train type information applicable to different pieces of stop reference point information. The train type of the train can be obtained by the vehicle-mounted ATO through an interface with a vehicle control/management system, and the related length operation of the train control operation control is carried out according to train parameters corresponding to the train type. When the vehicle-mounted ATO receives the CTCS-13 packet sent by the responder, the train type of the train is utilized to determine the effective identification in the CTCS-13 packet, so that the parking reference point information corresponding to the train type is obtained.

Fig. 5 is a schematic diagram of a transponder setting scheme during central parking according to an embodiment of the present application, and it should be noted that fig. 5 illustrates an example of a station where a station track has an effective length of 650m and a station platform has a side stock of 450m, and a train central parking, as shown in fig. 5, where the precise location transponders BJD1, BJD2, BJD5, BJD8 and BJD9 are precise location transponders corresponding to long consist train parking reference points, and the precise location transponders BJD3, BJD4, BJD5, BJD6 and BJD7 are precise location transponders corresponding to short consist train parking reference points. In consideration of the two-way pickup of the station track, two stopping reference points are corresponding to each type of train, namely an upstream stopping reference point and a downstream stopping reference point.

In the embodiment of the application, the transponders include inbound transponder groups BX and BS, outbound transponder groups BS3 and BX3, outbound location transponder groups BXDW and BSDW (shown in fig. 8) outside the inbound port, and pinpoint transponders BJD1-BJD 9. As shown in fig. 5, the inbound transponder groups BX and BS are installed in an area outside the inbound traffic signal; the outbound transponder groups BS3 and BX3 and the pinpoint transponders BJD1-BJD9 are arranged in the area inside the inbound traffic signal, the outbound transponder groups BS3 and BX3 are arranged at the head of the station track, and the pinpoint transponders BJD1-BJD9 are arranged in the middle of the station track. Different parking reference points are set for different types of trains in the embodiment of the application, and corresponding accurate positioning transponders need to be set for different parking reference points in order to ensure the accuracy of parking positions. Each parking reference point is at least correspondingly provided with 3 accurate positioning transponders; wherein the distance between the accurate positioning transponder closest to the parking reference point and the parking reference point is less than or equal to 10 m; the distance between the accurate positioning transponder next to the parking reference point and the parking reference point is less than or equal to 40 m.

The open triangles in fig. 5 are represented as passive transponders and the solid triangles are represented as active transponders, i.e., in the present embodiment, the pinpoint transponders BJD1-BJD9 are passive transponders, and the inbound transponder groups BX and BS and the outbound transponder groups BS3 and BX3 are active transponders.

And step 402, determining the parking reference point information corresponding to the train according to the CTCS-13 packet.

In the embodiment of the application, the vehicle-mounted ATO acquires the stopping reference point information corresponding to the first type of train and the stopping reference point information corresponding to the second type of train in the CTCS-13 package, and the vehicle-mounted ATO selects the stopping reference point information corresponding to the type of the train according to the type of the train as the end point of a train operation speed control curve (hereinafter, simply referred to as a train control curve). Wherein the parking reference point information includes a distance between the transponder and a parking reference point. In some embodiments, the type of the train may be a consist parameter of the train, and the on-board ATO may select the stopping reference point information corresponding to the consist parameter as the end point of the train control curve according to the consist parameter of the train.

And step 403, controlling the train to stop based on the stopping reference point information.

In the embodiment of the application, the vehicle-mounted ATO obtains the distance between the transponder and the stopping reference point based on the stopping reference point information, namely the distance between the train and the stopping reference point, and calculates the deceleration required for reducing the speed of the train to zero when the train runs to the stopping reference point according to the distance between the train and the stopping reference point and the current speed of the train; and controlling the train to run to the stopping reference point according to the calculated deceleration, wherein the train speed is reduced to zero when the train runs to the stopping reference point.

In order to avoid the situation that when the vehicle-mounted ATO receives the parking reference point information, the distance between the parking reference point and the outbound signal machine X3 used by the original ATO is too large, the retraction distance of the terminal of the vehicle control curve of the vehicle-mounted ATO is too large, the vehicle control curve of the vehicle-mounted ATO is likely to drop sharply, and emergency braking is triggered, the distance between the position where the parking reference point information is obtained and the parking positioning reference point is greater than the maximum common braking distance of the running speed of the train when the parking reference point is obtained.

Taking fig. 5 as an example, the distance from the station side outbound signal transponder groups X3 and S3 to the stopping reference point of the short-consist train is about 377.5 m; taking 550m as the maximum service braking distance of 1/18 turnout lateral passing speed 80km/h in flat slope; taking 180m as the maximum service braking distance of 1/12 turnout lateral passing speed of 45km/h in flat slope; the initial speed of the train at the station with the platform on the main line is higher and can reach 250km/h at most, and the service braking distance is more than 6 km. Generally speaking, for stations with 1/12 turnouts for joining station tracks, the CTCS-13 packet and the parking reference point information are set in the outbound transponder group BS3 and BX3 and the accurate positioning transponder BJD1-BJD 9; for a station using 1/18 switches for joining stations, in addition to the above-described transponder, the CTCS-13 packet and the parking reference point information must be set in the incoming traffic signal transponder group BX and BS, and for a station having a station on the main line, the CTCS-13 packet and the parking reference point information must be set in the transponder group outside the entrance.

In the embodiment of the present application, the CTCS-3 packet includes the stopping reference point information corresponding to the first type of train and the stopping reference point information corresponding to the second type of train, that is, in the embodiment of the present application, the CTCS-3 packet may provide at least two pieces of stopping reference point information, and taking the CTCS-3 packet sent by the outbound responder group BS3 in fig. 5 as an example, the content of the CTCS-13 packet sent by the outbound responder group BS3 is shown in table 3:

TABLE 3

In the embodiment of the application, the vehicle-mounted ATO receives the link information sent by the responder; wherein the link information includes information related to other transponders required for controlling the train to stop.

Here, to ensure the effective and complete communication between the train and the ground equipment, it is necessary to establish a link relationship between the positioning transponder and other transponders required for controlling the train stop. Taking the station with the effective track length of 650m and the platform length of 450m, 1/18 for the switch joining the lateral tracks as an example, link information (ETCS-5 packet) is configured in the inbound transponder groups BX and BS, the outbound transponder groups BS3 and BX3 and the pinpoint transponders BJD1-BJD9, and the specific link manner of the transponders is shown in FIG. 6. Wherein the inbound transponder BX is linked to the outbound transponder group BS3, to the pinpoint transponder BJD5, and to the outbound transponder group BX 3; the outbound transponder group BS3 links the pinpoint transponder BJD5, linking the outbound transponder group BX 3; pinpoint transponder BJD5 links pinpoint transponder BJD6, links pinpoint transponder BJD7, links pinpoint transponder BJD8, links pinpoint transponder BJD9, and links outbound transponder bank BX 3.

Fig. 7 is a first schematic diagram of the central train parking time transponder transmitting the CTCS-13 packet according to the embodiment of the present application, and it should be noted that fig. 7 illustrates an example of a central train parking of a long and short marshalling train. The train stop control method will be described in detail by taking the receiving in the downstream direction of the short-formation train as an example in fig. 7. As shown in fig. 7, in the process of receiving a train at an inbound station, before passing over an inbound transponder BX, the vehicle-mounted ATO does not acquire the information of the stop reference point, and the end point of the train control curve is still calculated by taking an outbound signal X3 as a dangerous point; when the train runs to the arrival responder BX, the vehicle-mounted ATO receives a CTCS-13 packet sent by the arrival responder BX, and selects a stopping reference point of a short marshalling train as a terminal point of a train control curve according to the self marshalling parameters according to the stopping reference point information of the long marshalling train and the stopping reference point information of the short marshalling train in the CTCS-13 packet, and recalculates the train control curve based on the stopping reference point to control the train to continuously run; similarly, when the train runs to the outbound transponder BS3, the precise positioning transponder BJD5, the precise positioning transponder BJD6 and the precise positioning transponder BJD7, the vehicle-mounted ATO determines the distance between the train and the parking reference point according to the CTCS-13 packet sent by the transponders, and further determines the terminal point of the train control curve accurately according to the information so as to adjust the train control curve; and the vehicle-mounted ATO controls the train to stop at the stopping reference point according to the continuously corrected train control curve.

Aiming at the situation that a CTCS-13 packet needs to be arranged in a transponder group outside an entrance and parking reference point information is configured, in a main line parking scene, because the running speed of a train is reduced to the speed that the train can park outside the main line exit signal machine when the train runs to the vicinity of the entrance under the control of a vehicle-mounted ATO, the ATO controls the speed of the train at the entrance to be about 100km/h and 125km/h in the two situations of the entrance-exit distance of 800m and 1200m, the emergency braking distance of the speed is about 50m and 70m smaller than the common braking distance, so that the CTCS-13 packet can be sent by selecting positioning transponder groups BXDW and BSDW which are 200m outside the entrance signal machine. Since the distance difference between different tracks and the long marshalling stop reference point or the short marshalling stop reference point is generally about 10m, in order to avoid modifying the BXDW and the BSDW into an active transponder group, the stop reference point information of the nearest long marshalling train in each parking track and the stop reference point information of the short marshalling train can be written in the BXDW and BSDW passive transponder group outside the station entrance.

Fig. 8 is a second schematic diagram of the transponder transmitting the CTCS-13 packet during centered parking according to the embodiment of the present application, and fig. 8 is directed to a case where it is necessary to configure parking reference point information in the CTCS-13 packet in the positioning transponder group BXDW and BSDW outside the station entrance. As shown in fig. 8, the in-vehicle ATO starts calculating the parking position with a new parking reference point after crossing BXDW or BSDW. Compared with fig. 7, fig. 8 only adds the CTCS-13 packet transmission process of the positioning transponder groups BXDW and BSDW outside the station entry, and the CTCS-13 packet transmission process of each transponder and the processing process of receiving the CTCS-13 packet by the vehicle-mounted ATO are the same, so that the CTCS-13 packet transmission process and the processing process of receiving the CTCS-13 packet by the vehicle-mounted ATO in fig. 8 are not described herein again.

It should be noted that the dotted lines in the CTCS-13 packet transmission flow of the positioning transponder groups BXDW and BSDW and the outbound transponder groups BS3 and BX3 in fig. 8 indicate that when the distance between the transponder and the parking reference point is greater than the maximum service braking distance, the distance corresponding to the dotted lines may not be written in the CTCS-13 packet.

It should be noted that BXDW and BSDW may be active transponders, so that the contents of the CTCS-13 packets sent by BXDW and BSDW may be adjusted in real time according to the type of the train and the parking requirement, so as to send corresponding parking reference point information according to the type of the train. Certainly, in order to simplify the engineering, the BXDW and the BSDW may also use passive transponders, and the nearest train stop reference point information of the first type and the nearest train stop reference point information of the second type in each stop track are written in the CTCS-13 packets sent by the BXDW and the BSDW.

In another embodiment of the application, 1/12 switches are adopted for the outgoing of the station in the urban area where the station is connected with the station track. For a city station configured with an ATO function, parking modes of different types of trains for parking in different platform areas can be generated due to factors such as different investment operation subjects and intra-station channel partition use, and parking reference points of the different types of trains are set according to the requirement of partition parking. In some embodiments, the first type of train may be a type X short consist train and the second type of train may be a type Y short consist train. Wherein, the X class and the Y class can be different investment operation subjects. In the embodiment of the application, different pieces of stopping reference point information are set for different types of trains, and the different pieces of stopping reference point information corresponding to the different types of trains are configured in the CTCS-13 packet sent by the transponder.

Here, considering that there are 1/12 switches in most of the urban railway track junctions and no main line connecting track, it is generally sufficient to start transmission of the CTCS-13 packet (stop reference point information) from the reverse outbound transponder group S3 and X3, and a station having a main line connecting track can start transmission of the CTCS-13 packet (stop reference point information) from the outside of the entry locating transponders BXDW and BSDW.

In the embodiment of the present application, a parking reference point is set according to a requirement of parking in a partition, and a positioning transponder group is set based on the parking reference point, fig. 9 is a schematic diagram of a transponder setting scheme during partition parking provided in the embodiment of the present application, and it should be noted that fig. 9 takes a station that receives a vehicle at a side line as an example for description. As shown in fig. 9, when the zoning parking request is that the X type train is parked in the platform a area and the Y type train is parked in the platform B area, the precise positioning transponder group BJD1-BJD8 is installed in the platform area to ensure that the precise positioning transponders are located 10m, 40m and 175m outside the parking reference point.

In the embodiment of the application, in order to ensure the effectiveness and integrity of communication between the train and the ground equipment, a link relationship between the positioning transponder and other transponders required for controlling the train to stop needs to be established. That is, link information (ETCS-5 packets) is configured in inbound transponder groups BX and BS, outbound transponder groups BS3 and BX3, and pinpoint transponders BJD1-BJD8, and the specific way in which the transponders are linked is shown in FIG. 10.

In the embodiment of the application, considering that the maximum service braking distance of 1/12 turnout lateral speed is about 161m, only the outbound transponder group BS3 and BX3 and the accurate positioning transponder group BJD1-BJD8 are used for transmitting CTCS-13 packets (parking reference point information). Fig. 11 shows a schematic diagram of transmission of a CTCS-13 packet by each responder group. Since the transmission process of the CTCS-13 packet of each transponder and the processing process of receiving the CTCS-13 packet by the vehicle-mounted ATO are the same, the transmission process of the CTCS-13 packet and the processing process of receiving the CTCS-13 packet by the vehicle-mounted ATO in fig. 11 are not described herein again.

The embodiment of the application discloses a train parking control method and device, wherein the method comprises the following steps: receiving a CTCS-13 packet sent by a responder, wherein the CTCS-13 packet comprises stopping reference point information corresponding to a first type of train and stopping reference point information corresponding to a second type of train; determining the parking reference point information corresponding to the train according to the CTCS-13 packet; controlling the train to stop based on the stopping reference point information. According to the embodiment of the application, the train parking control mode based on different parking reference points can be realized according to the parking reference point information corresponding to different types of trains in the CTCS-13 packet, so that the parking position of the train can be adjusted, the utilization efficiency of passenger channels and station facilities arranged in a station can be balanced, the traveling time of a passenger station area is reduced, and the condition of congestion of an exit is relieved.

By the train parking control method provided by the embodiment of the application, long and short marshalling trains can automatically park in the station in the middle, passenger channels distributed in the station can be fully utilized, the service efficiency of station facilities is balanced, the traveling time of passenger station areas is reduced, and the congestion condition of departure ports is relieved. The time for passengers of the short marshalling train to get in and out of the station can be saved by about 20 percent. For stations with more than 4 station entrance/exit channels, the utilization efficiency of station platforms and channels can be further improved, and the passenger evacuation time is reduced.

In the embodiment of the application, the centered parking of the long and short marshalling trains is controlled and completed by the vehicle-mounted ATO, so that the problem that the safety risk is brought to passengers due to the fact that the train position is wrongly parked and even the condition that the trains can not completely enter the station caused by human errors is avoided.

The train parking control method provided by the embodiment of the application can also realize zone parking, namely, different types of trains can be parked in different areas of the platform, and great help is provided for flexibly organizing transportation.

According to the train parking control method provided by the embodiment of the application, only the positioning responder corresponding to the newly added parking reference point and the link information of the newly added positioning responder are needed to be added, only the message structure of the CTCS-13 packet needs to be slightly changed, and the vehicle-mounted ATO is correspondingly changed corresponding to the change of the message structure of the CTCS-13 packet, so that the parking reference point information corresponding to the train can be determined according to the type of the train. The train stopping control method provided by the embodiment of the application is strong in implementability. The train parking control method provided by the embodiment of the application is not only suitable for newly-built stations, but also suitable for upgrading and reconstructing existing stations. When the train parking control method provided by the embodiment of the application is used for transforming the station, the outdoor engineering of the station is changed slightly and the method is easy to implement.

Based on the same technical concept of the train stop control method, an embodiment of the present application provides a train stop control device, in some embodiments, the train stop control device may be implemented in a software module, fig. 12 is a schematic structural diagram of a train stop control device provided in an embodiment of the present application, and referring to fig. 12, a train stop control device 1200 provided in an embodiment of the present application includes:

a receiving unit 1201, configured to receive a CTCS-13 packet sent by a transponder, where the CTCS-13 packet includes stopping reference point information corresponding to a first type of train and stopping reference point information corresponding to a second type of train;

a determination unit 1202, configured to determine, according to the CTCS-13 packet, stopping reference point information corresponding to the train;

a control unit 1203, configured to control the train to stop based on the stopping reference point information.

In other embodiments, the determining unit 1202 is specifically configured to determine, according to a type of a train, stopping reference point information corresponding to the type of the train in the CTCS-13 packet;

In another embodiment, the control unit 1203 is specifically configured to calculate, according to a distance between a transponder and the stopping reference point and a current speed of the train, a deceleration required for reducing the speed of the train to zero when the train runs to the stopping reference point;

In other embodiments, the transponders include inbound transponders, outbound transponders, location transponders, and precision location transponders; wherein the content of the first and second substances,

the outbound transponder is arranged at the head of the femoral tract;

In other embodiments, the pinpoint transponder is a passive transponder.

In other embodiments, at least 3 accurate positioning transponders are correspondingly arranged on each parking reference point; wherein the distance between the accurate positioning transponder closest to the parking reference point and the parking reference point is less than or equal to 10 m; the distance between the accurate positioning transponder next to the parking reference point and the parking reference point is less than or equal to 40 m.

In other embodiments, the apparatus further comprises:

a link unit 1204, configured to receive link information sent by the transponder;

In other embodiments, the parking reference point information in the CTCS-13 package is determined based on parking requirements, wherein the parking requirements include: parking in the middle and in subareas.

The components in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware or a form of a software functional module.

Based on the understanding that the technical solution of the embodiments of the present application, or a part thereof contributing to the prior art, or all or part of the technical solution may be embodied in the form of a software product stored in a storage medium, and include several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor (processor) to execute all or part of the steps of the method of the embodiments of the present application. 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.

Accordingly, embodiments of the present application provide a storage medium storing a computer program, which when executed by at least one processor implements the steps described in the above embodiments.

Referring to fig. 13, a specific hardware structure of a train stop control device 1300 provided in an embodiment of the present application is shown, including: a network interface 1301, a memory 1302, and a processor 1303; the various components are coupled together by a bus system 1304. It is understood that the bus system 1304 is used to enable connective communication between these components. The bus system 1304 includes a power bus, a control bus, and a status signal bus in addition to a data bus. For clarity of illustration, however, the various buses are labeled in fig. 13 as the bus system 1304.

The network interface 1301 is used for receiving and sending signals in the process of receiving and sending information with other external network elements;

a memory 1302 for storing a computer program capable of running on the processor 1303;

and a processor 1303 configured to execute the train stop control method when the computer program is run.

It will be appreciated that the memory 1302 in embodiments of the subject application can be either volatile memory or nonvolatile memory, or can include both volatile and nonvolatile memory. The non-volatile Memory may be a Read-Only Memory (ROM), a Programmable ROM (PROM), an Erasable PROM (EPROM), an Electrically Erasable PROM (EEPROM), or a flash Memory. Volatile Memory can be Random Access Memory (RAM), which acts as external cache Memory. By way of illustration and not limitation, many forms of RAM are available, such as Static random access memory (Static RAM, SRAM), Dynamic Random Access Memory (DRAM), Synchronous Dynamic random access memory (Synchronous DRAM, SDRAM), Double Data Rate Synchronous Dynamic Random Access Memory (DDRSDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchronous Link DRAM (Sync Link DRAM, SLDRAM), and Direct memory bus random access memory (DRRAM). The memory 1302 of the methodologies described herein is intended to comprise, without being limited to, these and any other suitable types of memory.

And processor 1303 may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the method may be implemented by hardware integrated logic circuits in the processor 1303 or instructions in the form of software. The Processor 1303 may be a general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, or discrete hardware components. The various methods, steps, and logic blocks disclosed in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present application may be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software module may be located in ram, flash memory, rom, prom, or eprom, registers, etc. storage media as is well known in the art. The storage medium is located in a memory, and a processor reads information in the memory and completes the steps of the method in combination with hardware of the processor.

It is to be understood that the embodiments described herein may be implemented in hardware, software, firmware, middleware, microcode, or any combination thereof. For a hardware implementation, the Processing units may be implemented within one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), general purpose processors, controllers, micro-controllers, microprocessors, other electronic units configured to perform the functions described herein, or a combination thereof.

For a software implementation, the techniques described herein may be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein. The software codes may be stored in a memory and executed by a processor. The memory may be implemented within the processor or external to the processor.

It should be appreciated that reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present application. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. It should be understood that, in the various embodiments of the present application, the sequence numbers of the above-mentioned processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application. The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments.

In the several embodiments provided in the present application, it should be understood that the disclosed method and apparatus may be implemented in other ways. The above-described device embodiments are merely illustrative, for example, the division of the unit is only a logical functional division, and there may be other division ways in actual implementation, such as: multiple units or components may be combined, or may be integrated into another system, or some features may be omitted, or not implemented. In addition, the coupling, direct coupling or communication connection between the components shown or discussed may be through some interfaces, and the indirect coupling or communication connection between the devices or units may be electrical, mechanical or other forms.

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, that is, may be located in one place, or may be distributed on a plurality of network units; some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, all functional units in the embodiments of the present application may be integrated into one processing module, or each unit may be separately regarded as one unit, or two or more units may be integrated into one unit; the integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit. Those of ordinary skill in the art will understand that: all or part of the steps for implementing the method embodiments may be implemented by hardware related to program instructions, and the program may be stored in a computer readable storage medium, and when executed, the program performs the steps including the method embodiments; and the aforementioned storage medium includes: a mobile storage device, 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.

The methods disclosed in the several method embodiments provided in the present application may be combined arbitrarily without conflict to obtain new method embodiments.

Features disclosed in several of the product embodiments provided in the present application may be combined in any combination to yield new product embodiments without conflict.

The features disclosed in the several method or apparatus embodiments provided in the present application may be combined arbitrarily, without conflict, to arrive at new method embodiments or apparatus embodiments.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A train stop control method, characterized in that the method comprises:

2. The train parking control method according to claim 1, wherein the determining of the parking reference point information corresponding to the train from the CTCS-13 packet includes:

3. The train parking control method according to claim 2, wherein the controlling of the train parking based on the parking reference point information includes:

4. The train parking control method according to any one of claims 1 to 3, wherein the transponders include an inbound transponder, an outbound transponder, a positioning transponder, and a precise positioning transponder; wherein the content of the first and second substances,

the outbound transponder is arranged at the head of the femoral tract;

5. The train stop control method according to claim 4, wherein the precise positioning transponder is a passive transponder.

6. The train parking control method according to any one of claims 1 to 3, characterized by further comprising:

7. The train parking control method according to any one of claims 1 to 4, wherein the parking reference point information in the CTCS-13 package is determined based on a parking demand, wherein the parking demand includes: parking in the middle and in subareas.

8. A train stop control device, comprising:

9. The train stop control device according to claim 8,

the judging unit is specifically configured to determine, according to a type of a train, stopping reference point information corresponding to the type of the train in the CTCS-13 packet;

10. The train stop control device according to claim 9,

the control unit is specifically used for calculating the deceleration required by the speed reduction to zero when the train runs to the stopping reference point according to the distance between the transponder and the stopping reference point and the current speed of the train;

11. The train parking control apparatus according to any one of claims 8 to 10,

the transponder comprises an inbound transponder, an outbound transponder, a positioning transponder and a precise positioning transponder; wherein the content of the first and second substances,

the outbound transponder is arranged at the head of the femoral tract;

12. The train park control device of claim 11, wherein the precision positioning transponder is a passive transponder.

13. The train parking control apparatus according to any one of claims 8 to 10,

each parking reference point is at least correspondingly provided with 3 accurate positioning transponders; wherein the distance between the accurate positioning transponder closest to the parking reference point and the parking reference point is less than or equal to 10 m; the distance between the accurate positioning transponder next to the parking reference point and the parking reference point is less than or equal to 40 m.

14. The train stop control apparatus according to claim 8, characterized by further comprising:

the link unit is used for receiving link information sent by the responder;

15. The train stop control device according to claim 8, wherein the stop reference point information in the CTCS-13 package is determined based on a stop demand, wherein the stop demand includes: parking in the middle and in subareas.

16. An electronic device, characterized in that the electronic device comprises:

a memory for storing executable instructions;

a processor for implementing the train parking control method of any one of claims 1 to 7 when executing the executable instructions stored in the memory.

17. A storage medium characterized in that the storage medium stores a computer program which, when executed by at least one processor, implements the train stop control method according to any one of claims 1 to 7.