CN114104044A - Train control method, storage medium, vehicle controller, and train - Google Patents
Train control method, storage medium, vehicle controller, and train Download PDFInfo
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- CN114104044A CN114104044A CN202010888263.6A CN202010888263A CN114104044A CN 114104044 A CN114104044 A CN 114104044A CN 202010888263 A CN202010888263 A CN 202010888263A CN 114104044 A CN114104044 A CN 114104044A
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Abstract
The disclosure relates to a train control method, a storage medium, a vehicle controller and a train, so as to solve the problem of high cost of train control. The method comprises the following steps: acquiring traffic direction information, traffic time information and the current running speed of the train, and acquiring first distance information between the train and a signal lamp, wherein the traffic direction information and the traffic time information are displayed through the signal lamp arranged at the target turnout; determining whether the train can pass through a target turnout indicated by the traffic direction information according to the current running speed, the first distance information, the traffic direction information and the traffic time information; and controlling the train to travel through the target turnout in the case that the train is determined to be capable of passing through the target turnout. Therefore, the number of trackside equipment such as axle counting equipment, signal lamps and the like can be reduced, and the cost of train control is reduced. And the camera is added on the train, so that the autonomous activity of the train can be improved, the obstacle avoidance capability of the train is improved, and the reasonability and the safety of train control are further improved.
Description
Technical Field
The present disclosure relates to the field of rail train control technologies, and in particular, to a train control method, a storage medium, a vehicle controller, and a train.
Background
A Train operation Control System (CBTC System for short) is a Control System widely applied to urban rail transit Control. The CBTC system realizes wireless two-way communication between the train and trackside equipment and wireless two-way communication between the train and the zone controller, can effectively improve the line passing capacity, and shortens the running interval between the trains on the premise of ensuring the safety. In the CBTC system, if a Train Automatic monitoring subsystem (ATS) is disconnected from communication with a Train, the Train is in a non-communication state, in which case the Train is generally called a non-communication Train.
In the related technology, when the Train is determined to be in communication interruption, the interlocking device sets front and rear protection sections of the non-communication Train according to the current position of the Train tracked by the axle counting and informs an Automatic Train Supervision (ATS) subsystem (Automatic Train Supervision) subsystem), further, the interlocking device determines whether a turnout is arranged in the front protection section of the non-communication Train, and if the turnout is arranged, the turnout is locked to the target direction of the Train and a signal lamp in front of the Train is set; if no turnout exists, the interlocking equipment sets a signal lamp in front of the train, and the train controller controls the train to stop according to the signal lamp, waits for confirming the reason of communication interruption or waits for rescue.
The inventor finds that in the related art, the operation of the train needs more trackside equipment to participate in control, the laying and maintenance cost of the trackside equipment is higher, the train operation highly depends on the decision of the interlocking equipment, each interlocking equipment has own control logic, the automatic train monitoring subsystem needs to integrate the control logic of each interlocking equipment, and the control logic of the automatic train monitoring subsystem is complex. In addition, when any trackside equipment in a train operation section breaks down, the train operation is affected, and the train operation has no autonomous decision making right, so that the train operation stability is poor.
Disclosure of Invention
The invention aims to provide a train control method, a storage medium, a vehicle controller and a train, so as to solve the problem of high cost of train control.
In order to achieve the above object, in a first aspect of the embodiments of the present disclosure, there is provided a train control method including:
acquiring traffic direction information, traffic time information and the current running speed of a train, and acquiring first distance information between the train and a signal lamp, wherein the traffic direction information and the traffic time information are displayed through the signal lamp arranged at a target turnout;
determining whether the train can pass through a target turnout indicated by the passing direction information according to the current running speed, the first distance information, the passing direction information and the passing time information;
controlling the train to travel through the target turnout if it is determined that the train can pass through the target turnout.
In a second aspect of the embodiments of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored, which when executed by a processor, implements the steps of any of the train control methods described above.
In a third aspect of the embodiments of the present disclosure, there is provided an onboard controller, including:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of any of the train control methods described above.
In a fourth aspect of the embodiments of the present disclosure, a train is provided, which includes: the vehicle controller of the third aspect, a camera communicatively coupled to the vehicle controller, and a radar communicatively coupled to the vehicle controller;
the system comprises a train head, cameras, a control system and a control system, wherein the cameras comprise one or more cameras, and the cameras are arranged at different positions of the train head;
the radar includes a laser radar and a millimeter wave radar.
Through the technical scheme, the following technical effects can be at least achieved:
the method comprises the steps of obtaining passing direction information, passing time information and the current running speed of a train, obtaining first distance information between the train and a signal lamp, further determining whether the train can pass a target turnout indicated by the passing direction information according to the current running speed, the first distance information, the passing direction information and the passing time information, and controlling the train to run through the target turnout under the condition that the train is determined to pass the target turnout. Therefore, the number of the trackside equipment such as the axle counting and the like can be reduced, the laying and maintenance cost of the trackside equipment is reduced, the train can autonomously decide the running state of the train according to the acquired traffic direction information and the traffic time information, and the control logic complexity of the automatic train monitoring subsystem is reduced.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
fig. 1 is a flowchart illustrating a non-communication train control method according to the related art.
FIG. 2 is a flow chart illustrating a train control method according to an exemplary embodiment.
Fig. 3 is a schematic view of a camera arrangement according to an exemplary illustration.
FIG. 4 is a flow chart illustrating another train control method according to an exemplary embodiment.
Fig. 5 is an exemplary flowchart for implementing step S11 in fig. 1.
FIG. 6 is a flow chart illustrating another train control method according to an exemplary embodiment.
FIG. 7 is a block diagram illustrating a radar and camera embodiment according to an exemplary embodiment.
Fig. 8 is an exemplary flowchart for implementing step S64 in fig. 6.
FIG. 9 is a flow chart illustrating another train control method according to an exemplary embodiment.
FIG. 10 is a flow chart illustrating another train control method according to an exemplary embodiment.
FIG. 11 is a flow chart illustrating a signal light control method according to an exemplary embodiment.
FIG. 12 is a flow chart illustrating a signal light control method according to an exemplary embodiment.
FIG. 13 is a block diagram illustrating an electronic device in accordance with an example embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
It should be noted that in the present disclosure, the terms "first", "second", and the like in the description and in the claims, as well as in the drawings, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. Likewise, the terms "S11", "S12", and the like are used to distinguish steps and are not necessarily to be construed as performing method steps in a particular order or sequence.
Before introducing the train control method, the storage medium, the vehicle controller and the train provided by the present disclosure, an application scenario of each embodiment provided by the present disclosure is first introduced, and each embodiment of the present disclosure may be applied to, for example, an urban rail train, for example, the train control method may be applied to a vehicle controller of a train, and may also be applied to other controllers, for example, a vehicle fault detection controller.
Referring to fig. 1, in the related art, when it is determined that a Train is in a communication interruption, a Train controller controls the Train to stop emergently, a counter tracks a current Train position, it is determined whether the Train position is in a platform after the emergency stop, and the Train position is reported to a zone controller, the zone controller sends information including a running zone where the Train is located to an interlock device, the interlock device sets a non-communication Train front and rear protection zones and notifies an ATS (Automatic Train Supervision subsystem) so as not to allow the rear Train to enter the rear protection zone, and the Train having entered the rear protection zone realizes an emergency braking stop; and (5) discharging the train in the front protection section. Further, the ATS degrades the operation level from CBTC to fixed block, the interlocking device determines whether a turnout is arranged in a front protection section of the non-communication train, if the turnout is arranged, the turnout is locked to the target direction of the train after the train in the front protection section of the train is cleared, and the interlocking device is provided with a signal lamp in front of the train; if no turnout exists, the interlocking equipment is provided with a signal lamp in front of the train, and the train controller controls the train to run according to the signal lamp to lead out the operation.
Thus, the laying and maintenance costs of the trackside equipment are high, the control logic of each interlocking device needs to be integrated by the automatic train monitoring subsystem, and the control logic of the automatic train monitoring subsystem is complex. In addition, when any trackside equipment in a train operation section breaks down, the train operation is affected, and the train operation has no autonomous decision making right, so that the train operation stability is poor.
In order to achieve the above object, the present disclosure provides a train control method applied to a train, taking a train controller as an example of a train control method execution subject, referring to a flowchart of the train control method shown in fig. 2, the train control method including:
s11, obtaining the passing direction information, the passing time information and the current running speed of the train, and obtaining the first distance information between the train and the signal lamp.
And the traffic direction information and the traffic time information are displayed through signal lamps arranged at the target turnout.
And S12, determining whether the train can pass through the target turnout indicated by the traffic direction information according to the current running speed, the first distance information, the traffic direction information and the traffic time information.
And S13, controlling the train to run through the target turnout when the train is determined to be capable of passing through the target turnout.
Specifically, the vehicle controller may obtain the traffic direction information and the traffic time information displayed by the signal lamp through a camera, and the camera is in communication connection with the vehicle controller of the train, for example, in communication connection with the vehicle controller through a bus, such as a CAN bus, or in communication connection with the vehicle controller through a wireless manner, such as a 5G communication manner.
The camera can send the traffic direction information that the traffic direction display shows in the direction of travel of the train of gathering to vehicle controller, can send the traffic time information that the traffic time display shows in the direction of travel of the train of gathering to vehicle controller.
Optionally, the passing direction display and the passing time display can be arranged in the display area of the same signal lamp, so that the wiring harness arrangement of the signal lamp can be reduced, and the time cost and the material cost for arranging the wiring harness are saved; the traffic direction display and the traffic time display can also be arranged on different signal lamps, and the signal lamps can keep a certain distance, so that the mutual interference of the traffic direction information and the traffic time information which are displayed can be avoided, and the accuracy of the information acquired by the camera can be improved.
Alternatively, the traffic direction display may display different traffic symbols, representing different traffic direction information. For example, the passing direction display displays different arrow symbols to represent different passing directions, illustratively, the passing direction display displays an arrow pointing to the left side to represent that the target turnout on the left side is passable, the passing direction display displays an arrow pointing to the right side to represent that the target turnout on the right side is passable, the passing direction display displays an arrow pointing to the front side to represent that the target turnout is passable in a straight line, and the passing direction display displays that the cross-type to represent that the target turnout is in a turnout switching state.
Alternatively, the vehicle controller may acquire the current running speed from a wheel speed sensor, or may analyze the current running speed from the driving device. Therefore, the first distance information between the train and the signal lamp can be calculated according to the time of the radar for transmitting the signal, the time of receiving the reflected signal and the current running speed.
Further, the vehicle controller receives the traffic direction information and the traffic time information collected by the camera, determines a target direction according to the running destination of the train, determines whether the traffic direction of the target turnout represented by the traffic direction information is the target traffic direction, and controls the train to run according to the traffic time information if the traffic direction of the target turnout is not the target traffic direction.
In a possible implementation manner, the vehicle controller determines that the target turnout is in the turnout switching process according to the traffic direction information, the traffic direction information represents that the target turnout is in the switching process to the target direction, the vehicle controller determines that the target turnout is switched to the target direction when the train reaches the target turnout according to the current running speed according to the traffic time information, and the vehicle controller controls the train to keep the current running speed to pass through the target turnout.
For example, the vehicle controller determines that the target switch is still in the process of switching to the target direction when the train reaches the target switch according to the current running speed according to the traffic time information, and controls the train to brake and decelerate to control the train not to reach the target switch before the target switch is switched to the target direction, so that the train passes through the target switch when the target switch is switched to the target direction.
According to the technical scheme, the passing direction information, the passing time information and the current running speed of the train are obtained, the first distance information between the train and the signal lamp is obtained, whether the train can pass through the target turnout indicated by the passing direction information is determined according to the current running speed, the first distance information, the passing direction information and the passing time information, and the train is controlled to run through the target turnout under the condition that the train is determined to pass through the target turnout. Therefore, the number of the trackside equipment such as the axle counting and the like can be reduced, the laying and maintenance cost of the trackside equipment is reduced, the train can autonomously decide the running state of the train according to the acquired traffic direction information and the traffic time information, and the control logic complexity of the automatic train monitoring subsystem is reduced. For example, signal lamps do not need to be arranged in a non-turnout area, the track construction cost is saved, the running section of the train does not need to be determined by axle counting, the right of the train running road does not need to be distributed by a zone controller, and the complexity of system control is reduced.
Optionally, the camera may include one camera, for example, the camera may be an infrared camera, a high definition camera or a panoramic camera, the camera may also include a plurality of cameras, the plurality of cameras are disposed at different positions of the train head, for example, the cameras may be three cameras disposed at the front left, front right and front right of the train head, and the plurality of cameras are oriented to different directions for collecting the passing direction information and the passing time information at different positions in the train traveling direction.
Specifically, referring to the schematic view of the camera arrangement shown in fig. 3, three cameras are installed at the head of the train, and the three cameras face the front left, front right and front right of the head of the train, respectively. The left front camera is used for collecting traffic direction information and traffic time information displayed by a left front signal lamp in the running direction of the train, and the left front camera can collect the traffic direction information and the traffic time information of the left front signal lamp when the target turnout is in a left turning section. The right-ahead camera is used for collecting the passing direction information and the passing time information displayed by the right-ahead signal lamp in the running direction of the train, and can collect the passing direction information and the passing time information of the right-ahead signal lamp when the target turnout is in the execution section. The right front camera is used for collecting traffic direction information and traffic time information displayed by a right front signal lamp in the running direction of the train, and the right front camera can collect the traffic direction information and the traffic time information of the right front signal lamp when the target turnout is in a right turning section. Therefore, the camera can be ensured to accurately acquire the traffic direction information and the traffic time information displayed by the signal lamp, and the accuracy of acquiring the traffic direction information and the traffic time information can be improved.
The camera is added on the train to collect image information in the running direction of the train, and even if the trackside equipment breaks down, the train can determine the control strategy of the train according to the collected image information, so that the obstacle avoidance capability of the train is improved, and the stability and the safety of train control are further improved.
Optionally, the traffic direction information includes signal lamp color information, and the traffic time information includes second countdown information;
specifically, different colors of the signal lamp represent different traffic direction information of the target turnout, and the second countdown information is used for representing the traffic countdown time corresponding to the traffic direction. For example, the signal lamp displays green to represent that the current straight line can pass through, and the second countdown information displays the second countdown that the target turnout can pass through straight line; the signal lamp displays yellow to represent that the target turnout is in turnout switching, and the second countdown information displays the second countdown of the completion of the target turnout switching; the signal lamp displays red to represent that the target turnout is positioned at the left turnout and can pass, and the second countdown information displays the second countdown that the left turnout of the target turnout can pass; the signal lamp displays blue to represent that the target turnout is positioned on the right turnout and can pass, and the second countdown information displays the second countdown that the right turnout of the target turnout can pass.
Referring to a flowchart of a train control method shown in fig. 4, the train control method includes:
and S21, acquiring the color information of the signal lamp and the countdown information of the seconds through a camera, acquiring first distance information between the train and the signal lamp through a radar, and acquiring the current running speed from a wheel speed sensor.
And S22, determining whether the train can pass the target turnout indicated by the traffic direction information according to the current running speed, the first distance information, the signal lamp color information and the second countdown information.
And S23, controlling the train to run through the target turnout when the train is determined to be capable of passing through the target turnout.
Specifically, the vehicle controller acquires signal lamp color information through the camera, determines the passing direction of the target turnout as the target direction of the train according to the signal lamp color information, further acquires count-of-seconds countdown information through the camera, and determines whether the train can pass through the target turnout indicated by the passing direction information according to the count-of-seconds countdown information.
For example, the signal lamp color information represents that the straight-going passing direction of the target turnout can pass, the target direction of the vehicle controller is also the straight-going passing direction, the vehicle controller determines that the passing direction of the target turnout is the target direction of the train, the second count-down information represents that 20 seconds remain for the straight-going passing time, and the vehicle controller determines the target turnout indicated by the passing direction information of the train according to the second count-down information of 20 seconds and controls the train to run through the target turnout.
Alternatively, referring to the flowchart of a train control method shown in fig. 5, before acquiring the traffic direction information, the traffic time information, and the current running speed of the train, and acquiring the first distance information between the train and the signal light at step S11, the method includes:
and S111, acquiring communication state information of the train and the train automatic monitoring subsystem.
And S112, determining whether the communication between the train and the automatic train monitoring subsystem is interrupted or not according to the communication state information.
S113, under the condition that the communication state information represents that the communication between the train and the automatic train monitoring subsystem is interrupted, obtaining passing direction information, passing time information and the current running speed of the train, and obtaining first distance information between the train and a signal lamp.
Specifically, the vehicle controller acquires communication state information of the train and the train automatic monitoring subsystem, the train automatic monitoring subsystem can acquire passing direction information and passing direction information displayed by signal lamps of the target turnout under the condition that the train and the train automatic monitoring subsystem keep a communication state, and then the vehicle controller can acquire the passing direction information and the passing direction information of the target turnout through the train automatic monitoring subsystem, so that the train is controlled to pass through the target turnout under the condition that the train is determined to pass through.
Under the condition that the communication between the train and the automatic train monitoring subsystem is interrupted, the vehicle controller acquires the passing direction information and the passing time information through the camera, acquires the first distance information between the train and the signal lamp through the radar and acquires the current running speed from the wheel speed sensor, and therefore the train is controlled to pass through the target turnout under the condition that the train is determined to pass through.
Therefore, under the condition that the train is in a non-communication state, the dependency on trackside equipment such as a shaft counting device can be reduced, the signal lamp only determines the passing time information according to the passing direction preset time information, the signal lamp does not need to change the working mode according to the communication state of the train, and the complexity of the control of the CBTC system is reduced. And when the train is in a non-communication state, the front and rear protection zones do not need to be determined, the train in the front protection zone does not need to be cleared, and the train operation efficiency is improved.
Optionally, the method further comprises: and acquiring the target passing direction of the train at the target turnout.
Referring to a flowchart of a train control method shown in fig. 6, the train control method includes:
s61, acquiring the passing direction information, the passing time information and the current running speed of the train, and acquiring first distance information between the train and the signal lamp.
And S62, acquiring the target passing direction of the train.
S63, determining whether the target passing direction is consistent with the first passing direction indicated by the passing direction information.
And S64, determining whether the train can run at the current running speed through the target turnout indicated by the traffic direction information according to the traffic time information and the first distance information under the condition that the target traffic direction is consistent with the first traffic direction.
And S65, when the train is determined to be traveling at the current traveling speed and a target turnout that can be indicated by the traffic direction information, controlling the train to travel at the current traveling speed and pass the target turnout.
Specifically, the image information of the signal lamp can be collected through the camera, the traffic direction information and the traffic time information can be further obtained, and the first distance information between the train and the signal lamp can be determined through the time difference between the radar emission signal and the receiving reflection signal and the current running speed of the train.
Specifically, the vehicle controller may acquire the target traffic direction from the ATS, and may also acquire the target traffic direction from the train operation curve.
Referring to fig. 3, a schematic diagram of a radar and camera installation, the radar includes a laser radar and a millimeter wave radar installed at the head of a train, and referring to fig. 7, a block diagram of an embodiment of a radar and camera is shown, the radar is in communication with an obstacle detection device, and the obstacle detection device is in communication with a vehicle controller. The camera is in communication connection with the image recognition device, and the image recognition device is in communication connection with the vehicle controller.
Specifically, the millimeter wave radar is installed at the lower position that the train locomotive is close to ground for detect the nearer signal lamp of distance in the direction of advance, and laser radar installs the higher position of keeping away from the ground in train locomotive top, is used for detecting the signal lamp far away and around the track in the direction of advance. The obstacle detection device determines a first distance between the target signal lamp and the train according to the radar emission signal and the reflection signal of the target signal lamp, and the vehicle controller determines whether the train can pass through the target turnout indicated by the passing direction information according to the running speed, the passing direction information, the passing time information and the first distance information of the train.
Illustratively, the laser radar detects that a target turnout and a corresponding signal lamp exist in the running direction of the train, and the obstacle detection device determines that the distance between the train and the signal lamp is 200 meters according to the transmitting signal and the transmitting signal of the laser radar and sends the distance to the vehicle controller.
Further, the obstacle detecting device determines that the precise distance between the train and the signal lamp is 196 meters from the transmission signal and the transmission signal of the millimeter wave radar, and sends the precise distance to the vehicle controller. The vehicle controller acquires the traffic direction information and the traffic time information of the signal lamp acquired by the image recognition device through the camera.
Alternatively, fig. 8 is an exemplary flowchart for implementing step S64 in fig. 6. In step S64, in a case where the target passing direction matches the first passing direction, determining whether the train is traveling at the current traveling speed at a target turnout that can be indicated by the passing direction information, based on the passing time information and the first distance information, includes:
and S641, when the target passing direction is consistent with the first passing direction, and the train is determined to be capable of passing through the target turnout indicated by the passing direction information when running at the current running speed according to the passing time information and the first distance information, acquiring the highest speed limit of the target turnout.
S642, determining first time information and acceleration information of the train accelerated to the highest speed limit according to the current running speed.
And S643, determining whether the train can run at the highest speed limit through the target turnout indicated by the traffic direction information according to the first time information, the acceleration information, the traffic time information and the first distance information.
In step S65, the controlling the train to travel through the target turnout, when it is determined that the train can pass through the target turnout, includes:
and under the condition that the train is determined to run at the highest speed limit and can pass through the target turnout indicated by the traffic direction information, controlling the train to run at an accelerated speed to pass through the target turnout according to the acceleration information.
Illustratively, the current running speed of the train is 180 kilometers per hour, the distance between the first distance information and the train distance signal lamp is 200 meters, and the passing time information indicates that the train starts to be switched to the non-target passing direction after the target turnout is 5 seconds. And determining whether the train can pass through the target turnout every hour when the train accelerates to the highest speed limit of 200 kilometers, wherein the length of the train is considered, and the target turnout starts switching after the tail of the train passes through the target turnout.
Referring to a flowchart of a train control method shown in fig. 9, after step S63, the method further includes:
and S91, when the target passing direction is not consistent with the first passing direction, determining that the passing direction of the target turnout is switched to second time information consistent with the target passing direction according to the passing time information.
S92, determining whether the passing direction of the target turnout is switched to be consistent with the target passing direction when the train runs to the target turnout at the current running speed according to the second time information and the first distance information;
and S93, controlling the train to run at the current running speed when the passing direction of the target turnout is determined to be switched to be consistent with the target passing direction.
Illustratively, the switching of the passing direction of the target turnout to the second time information which is consistent with the target passing direction is determined to be 10 seconds according to the passing time information displayed by the signal lamp, the first distance between the train and the target turnout is 200 meters, the target turnout at the position where the train runs to 600 meters at the current running speed of 180 kilometers per hour needs 12 seconds, the target turnout is switched to the target passing direction when the train runs to the target turnout, and the train is controlled to run to the target turnout at 180 kilometers per hour.
It should be noted that the time of the target switch needs to be considered here.
Optionally, the method further comprises: when the train is determined to travel to the target turnout at the current travel speed according to the second time information and the first distance information and the passing direction of the target turnout is not switched to be consistent with the target passing direction, determining deceleration information of the train according to the first distance information and the second time information;
and controlling the train to run at a reduced speed according to the speed reduction information.
For example, when the train runs at the running speed of 120 kilometers per hour, it is determined that the train accelerates to 200 kilometers per hour according to the maximum acceleration according to the traffic time information and the first distance, and still cannot pass through the target turnout.
In one case, it is confirmed that the train is decelerated to a certain traveling speed to travel on the basis of the first distance information and the travel time information, and when the train reaches the target turnout and the target turnout is switched to the target travel direction, the braking deceleration of the train is determined, the train is controlled to travel at the braking deceleration so as to decelerate to the corresponding traveling speed, and the train is controlled to pass through the target turnout at the specified traveling speed.
In another case, the train is confirmed to be braked and stopped at the current running speed according to the first distance information and the passing time information, and the train is controlled to be braked and stopped when the train still needs to be stopped to wait for the target turnout to be switched to the target passing direction.
Optionally, in a case that it is determined that the train cannot pass through the target turnout indicated by the traffic direction information according to the traffic direction information and the traffic time information, controlling the train to brake and stop according to a preset brake and stop acceleration.
For example, the vehicle controller determines that the target turnout is in the turnout switching process according to the traffic direction information, the traffic direction information represents that the target turnout is in the process of switching from the target direction to the non-target direction, the vehicle controller determines that the target turnout is not in the target direction when the train reaches the target turnout according to the current running speed according to the traffic time information, and the vehicle controller controls the train to brake and decelerate or brake and stop.
In another example, the vehicle controller determines that the target switch is in the switch switching process according to the traffic direction information, the traffic direction information represents that the target switch is in the process of switching from the non-target direction to the target direction, the vehicle controller determines that the target switch is still in the switch switching process when the train reaches the target switch according to the current running speed according to the traffic time information, and the vehicle controller controls the train to brake and decelerate or brake and stop.
Optionally, the method further comprises:
acquiring track image information in the train running direction through a camera;
under the condition that the rail image information represents that an obstacle exists on the rail, second distance information between the train and the obstacle is obtained through the radar;
determining the braking acceleration of the train according to the current running speed and the second distance information;
and controlling the train to brake and stop according to the braking acceleration.
Specifically, the camera can gather orbital image information, and then confirm whether have the target barrier on the track, for example, whether have the trouble vehicle of parking on the track, whether have barriers such as stone on the track. The obstacle detection device can detect a second distance between a target obstacle on the track and the train through the radar, and then the vehicle controller can determine braking and stopping acceleration according to the current running speed and the second distance of the train, so that the train is guaranteed to brake and stop before colliding with the target obstacle, and then the rescue is waited.
Optionally, the target obstacle comprises a front train running on the track, so that safety accidents possibly caused by the fact that the trains are simultaneously in communication interruption in the related art can be solved. It can be understood that the vehicle controller can also determine the running speed of the train in front according to the second distance information with the train in front and the running speed of the train, which are collected by the radar continuity, so as to determine the second braking and stopping acceleration, and then the vehicle can run according to the second braking and stopping acceleration.
The train control method according to the present disclosure is described in detail below with reference to a flowchart of a train control method shown in fig. 10, and includes:
s801, the vehicle controller obtains communication state information of the train and the train automatic monitoring subsystem.
Optionally, the communication state of the train and the train automatic monitoring subsystem is determined according to the communication state information, and the train controller controls the train to run according to a control instruction of the train automatic monitoring subsystem under the condition that the train and the train automatic monitoring subsystem are determined to be in a normal communication state. Otherwise, executing step S802, and under the condition that the communication between the train and the automatic train monitoring subsystem is interrupted, judging whether the communication is interrupted due to the train safety fault.
And in the case that the communication is interrupted due to the train safety fault, executing the step S803, controlling the train to brake and stop according to the preset brake information, and waiting for rescue.
In the case where it is determined that the communication is not interrupted due to the train safety failure, step S804 of acquiring the track image information in the train traveling direction is performed.
And S805, the vehicle controller judges whether a turnout exists in the running direction of the train according to the track image information.
If it is determined that there is no branch in the train traveling direction, step S806 is executed to control the train to continue traveling.
In the case where it is determined that there is a switch in the train traveling direction, step S807 of acquiring the current traveling speed and the target passing direction of the train, acquiring the signal light color information and the second count-down information by the camera, and acquiring the first distance information between the train and the switch by the radar is performed.
And S808, judging whether the target passing direction is consistent with the first passing direction indicated by the passing direction information.
In the case where it is determined that the target passing direction matches the first passing direction indicated by the passing direction information, step S809 is executed in which the vehicle controller determines whether the train can travel at the current travel speed to the front turnout based on the first distance information, the signal light color information, and the second count-down information.
If it is determined that the train can travel the forward switch at the current travel speed, step S806 is executed.
If it is determined that the train cannot travel at the current travel speed at the front switch, step S810 is executed to acquire the highest speed limit of the front switch.
S811, determining the first time information and the acceleration information of the train accelerated to the highest speed limit according to the current running speed.
And S812, determining whether the train can pass through the target turnout indicated by the traffic direction information when running at the highest speed limit according to the first time information, the acceleration information, the traffic time information and the first distance information.
If it is determined that the train can travel through the target turnout indicated by the traffic direction information at the highest speed limit, step S813 of controlling the train to travel through the target turnout in an accelerated manner according to the acceleration information is executed.
And if the train is determined to be not capable of passing the target turnout indicated by the traffic direction information when the train is driven at the highest speed limit, executing the step S814, determining acceleration information of train braking and stopping according to the first distance information and the current driving speed, and controlling the train to brake and stop according to the acceleration information.
And if the target passing direction is determined to be inconsistent with the first passing direction indicated by the passing direction information, executing step S815, and determining that the passing direction of the target turnout is switched to second time information consistent with the target passing direction according to the passing time information.
S816, determining whether the passing direction of the target turnout is switched to be consistent with the target passing direction when the train runs to the target turnout at the current running speed according to the second time information and the first distance information.
In a case where it is determined that the passing direction of the target turnout has been switched to coincide with the target passing direction, step S806 is executed.
In a case where it is determined that the passing direction of the target turnout is not switched to coincide with the target passing direction, step S814 is performed.
The disclosed embodiment further provides a signal lamp control method, which is applied to a signal lamp, and optionally, to a control device of the signal lamp, where the signal lamp includes a traffic direction display and a traffic time display, and with reference to a flowchart of the signal lamp control method shown in fig. 11, the signal lamp control method includes:
and S51, responding to the action of ending the target turnout passing time each time, and acquiring turnout switching information.
And S52, displaying traffic direction information and traffic time information according to the turnout switching information.
The traffic direction information is displayed by the traffic direction display, and the traffic time information is displayed by the traffic time display.
Specifically, the control device of the signal lamp is in communication connection with a target turnout controller, and the target turnout controller is used for controlling the target turnout to switch the passing direction. And the signal lamp control device receives the turnout switching information sent by the target turnout controller.
Specifically, referring to a flowchart of a signal light control method shown in fig. 12, the signal light control method includes:
s1101, the switch controller controls the target switch to the straight direction.
And S1102, displaying a bright green light on the traffic direction display, and displaying 30-second countdown information on the traffic time display.
And S1103, judging whether the traffic time display displays that the 30-second countdown is finished.
If the 30-second countdown displayed by the transit time display is determined to be finished, S1104 is executed, the control target turnout of the turnout controller starts to be switched to the lateral direction, S1105 is executed, the green light and the red light of the transit direction display are turned off, and S1106 and the transit time display displays 60-second countdown information.
Further, S1107 is executed to determine whether the transit time display indicates that the 60 second countdown is finished or not, and whether the switch of the target switch to the lateral direction is successfully controlled by the switch controller or not.
If the fact that the 60-second countdown displayed by the passing time display is finished is determined, the turnout controller controls the target turnout to be successfully switched to the lateral direction, S1108 is executed, the red light of the passing direction display is turned off, and the yellow light is turned on, and the passing time display displays the yellow light countdown information.
Optionally, the displaying the traffic direction information includes displaying different signal lamp colors to represent the traffic direction information; and/or the presence of a gas in the gas,
and the displaying the traffic time information comprises displaying second countdown information.
Based on the same inventive concept of the train control method, the embodiment of the present disclosure further provides a vehicle controller, including:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of any of the train control methods described above.
The embodiment of the present disclosure further provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to implement the steps of any one of the signal lamp control methods described above.
Based on the same inventive concept of the signal lamp control method, the embodiment of the present disclosure further provides a signal lamp, including:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of any of the signal light control methods described above.
Fig. 13 is a block diagram illustrating an electronic device 800 in accordance with an example embodiment. The electronic device may be provided as a vehicle controller, or the electronic device may be provided as a signal lamp, as shown in fig. 13, and the electronic device 800 may include: a processor 701 and a memory 702. The electronic device 800 may also include one or more of a multimedia component 703, an input/output (I/O) interface 704, and a communication component 705.
The processor 701 is configured to control the overall operation of the electronic device 800, so as to complete all or part of the steps in the train control method, or to complete all or part of the steps in the signal light control method. The memory 702 is used to store various types of data to support operation of the electronic device 800, such as instructions for any application or method operating on the electronic device 800 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and the like. The Memory 702 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk, or optical disk. The multimedia components 703 may include screen and audio components. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 702 or transmitted through the communication component 705. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 704 provides an interface between the processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 800 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or 5G, or the like, or a combination of one or more of them, which is not limited herein. The corresponding communication component 705 may thus include: Wi-Fi module, Bluetooth module, NFC module, etc.
In an exemplary embodiment, the electronic Device 800 may be implemented by 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), controllers, microcontrollers, microprocessors, or other electronic components for performing the train control method described above, or for performing the Signal light control method described above.
In another exemplary embodiment, there is also provided a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the train control method described above, or implement the steps of the signal light control method described above. For example, the computer readable storage medium may be the memory 702 described above including program instructions executable by the processor 701 of the electronic device 800 to perform the train control method described above or to perform the signal light control method described above.
The present disclosure also provides a train, the train comprising: the train control system comprises a vehicle controller for executing the train control method, a camera connected with the vehicle controller in a communication mode, and a radar connected with the vehicle controller in a communication mode;
the system comprises a train head, cameras, a control system and a control system, wherein the cameras comprise one or more cameras, and the cameras are arranged at different positions of the train head;
the radar includes a laser radar and a millimeter wave radar.
The specific manner in which the various devices perform operations has been described in detail in relation to the embodiments of the method with respect to the devices on the train and will not be elaborated upon here.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (12)
1. A train control method, characterized by comprising the steps of:
acquiring traffic direction information, traffic time information and the current running speed of a train, and acquiring first distance information between the train and a signal lamp, wherein the traffic direction information and the traffic time information are displayed through the signal lamp arranged at a target turnout;
determining whether the train can pass through a target turnout indicated by the passing direction information according to the current running speed, the first distance information, the passing direction information and the passing time information;
controlling the train to travel through the target turnout if it is determined that the train can pass through the target turnout.
2. The train control method according to claim 1, wherein the passing direction information and the passing time information are acquired by a camera provided at the train;
the camera comprises one or more cameras, and the cameras are arranged at different positions of the train head.
3. The train control method according to claim 1, wherein the traffic direction information includes signal light color information, and the traffic time information includes second countdown information;
the color information of the signal lamp is used for representing different traffic direction information, and the second countdown information is used for representing the traffic countdown time corresponding to the traffic direction.
4. The train control method according to claim 1, wherein before the acquiring the traffic direction information, the traffic time information, and the current running speed of the train, and acquiring the first distance information between the train and the signal lamp, comprising:
acquiring communication state information of a train and an automatic train monitoring subsystem;
determining whether the communication between the train and the automatic train monitoring subsystem is interrupted or not according to the communication state information;
and under the condition that the communication between the train and the automatic train monitoring subsystem is interrupted, the steps of acquiring the passing direction information, the passing time information and the current running speed of the train and acquiring the first distance information between the train and the signal lamp are executed.
5. The train control method according to any one of claims 1 to 4, characterized in that the method further comprises: acquiring a target passing direction of the train at the target turnout;
the determining whether the train can pass through the target turnout indicated by the traffic direction information according to the current running speed, the first distance information, the traffic direction information and the traffic time information comprises the following steps:
determining whether the target traffic direction is consistent with a first traffic direction indicated by the traffic direction information;
under the condition that the target passing direction is consistent with the first passing direction, determining whether the train runs at the current running speed through a target turnout indicated by the passing direction information or not according to the passing time information and the first distance information;
the controlling the train to travel through the target turnout in a case where it is determined that the train can pass through the target turnout includes:
and controlling the train to travel through the target turnout at the current travel speed in the case that the train is determined to travel through the target turnout which can be indicated by the traffic direction information at the current travel speed.
6. The train control method according to claim 5, wherein the determining, in a case where the target passing direction and the first passing direction coincide, whether the train is traveling at the current traveling speed through the target turnout indicated by the passing direction information, based on the passing time information and the first distance information, includes:
when the target passing direction is consistent with the first passing direction, acquiring the highest speed limit of the target turnout under the condition that the train is determined to run at the current running speed and cannot pass the target turnout indicated by the passing direction information according to the passing time information and the first distance information;
determining first time information and acceleration information of the train accelerated to the highest speed limit according to the current running speed;
determining whether the train can pass through a target turnout indicated by the traffic direction information when running at the highest speed limit according to the first time information, the acceleration information, the traffic time information and the first distance information;
the controlling the train to travel through the target turnout in a case where it is determined that the train can pass through the target turnout includes:
and under the condition that the train is determined to run at the highest speed limit and can pass through the target turnout indicated by the traffic direction information, controlling the train to run at an accelerated speed to pass through the target turnout according to the acceleration information.
7. The train control method according to claim 5, wherein the controlling of the train to travel through the target turnout in a case where it is determined that the train can pass through the target turnout includes:
under the condition that the target passing direction is not consistent with the first passing direction, determining that the passing direction of the target turnout is switched to second time information consistent with the target passing direction according to the passing time information;
determining whether the passing direction of the target turnout is switched to be consistent with the target passing direction when the train runs to the target turnout at the current running speed according to the second time information and the first distance information;
and controlling the train to run at the current running speed under the condition that the passing direction of the target turnout is determined to be switched to be consistent with the target passing direction.
8. The train control method of claim 7, further comprising:
when the train is determined to travel to the target turnout at the current travel speed according to the second time information and the first distance information and the passing direction of the target turnout is not switched to be consistent with the target passing direction, determining deceleration information of the train according to the first distance information and the second time information;
and controlling the train to run at a reduced speed according to the speed reduction information.
9. The train control method of claim 5, further comprising:
acquiring track image information in the train running direction through a camera;
under the condition that the rail image information represents that an obstacle exists on the rail, second distance information between the train and the obstacle is obtained through a radar;
determining the braking acceleration of the train according to the current running speed and the second distance information;
and controlling the train to brake and stop according to the braking acceleration.
10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 9.
11. A vehicle controller, characterized by comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 9.
12. A train, comprising: the vehicle controller of claim 11, a camera communicatively coupled to the vehicle controller, and a radar communicatively coupled to the vehicle controller;
the system comprises a train head, cameras, a control system and a control system, wherein the cameras comprise one or more cameras, and the cameras are arranged at different positions of the train head;
the radar includes a laser radar and a millimeter wave radar.
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