WO2018103704A1 - 列车控制方法、tcms、vobc及列车 - Google Patents

列车控制方法、tcms、vobc及列车 Download PDF

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Publication number
WO2018103704A1
WO2018103704A1 PCT/CN2017/115044 CN2017115044W WO2018103704A1 WO 2018103704 A1 WO2018103704 A1 WO 2018103704A1 CN 2017115044 W CN2017115044 W CN 2017115044W WO 2018103704 A1 WO2018103704 A1 WO 2018103704A1
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Prior art keywords
train
control
distance
level information
target
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PCT/CN2017/115044
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English (en)
French (fr)
Inventor
胡仁强
卓开阔
王发平
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

  • the invention relates to the field of vehicle control, and in particular to a train control method, a train control and management system, an on-board control system and a train.
  • VOBC Vehicle On-board Controller
  • ATO Automatic Train Operation
  • ATP Automatic Train Protection
  • VOBC continuously communicates with the train control center to perform traction, braking and door control under ATP protection.
  • Safety oversight of overspeed, target penetration, and door status is ensured to ensure that the train is operating within the allowed envelope and that emergency braking is automatically performed when safe operation is not possible.
  • FIG. 1 is a schematic diagram of a system structure of a conventional VOBC for train control.
  • the VOBC includes ATO and ATP.
  • the ATO is used to complete the positioning and speed measurement of the train, and is used to calculate the control command for the train according to the above positioning and speed measurement information.
  • the level is The acceleration mode controls the train operation.
  • the ATO outputs control commands such as acceleration or deceleration to the train's input/output (IO) through the traction/brake relay.
  • the train collects the traction/braking relay through the Train Control and Management System (TCMS).
  • the control command then converts the collected digital or analog quantity, and uses the converted control command to control the train traction system and the train braking system to realize the traction and braking of the train.
  • TCMS Train Control and Management System
  • the entire train control link involves many equipments and complicated control processes.
  • the control algorithm calculation, control command acquisition, and control actuators are separated into different equipments.
  • the delay of the control process is unstable, resulting in a low degree of accurate control of the train running distance by the ATO.
  • the quasi-stop effect is poor.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • the operation of the vehicle reduces the intermediate delay of feedback to the TCMS through the relay during VOBC control, which can more accurately control the running distance of the train and improve the accuracy of the control.
  • Another object of the present invention is to provide a train control method.
  • Another object of the invention is to propose a TCMS.
  • Another object of the invention is to propose a VOBC.
  • Another object of the invention is to propose a train.
  • a train control method includes:
  • the train is controlled using the level information.
  • the train control method directly receives the train position control for the train control according to the preset control algorithm by receiving the train control request sent by the VOBC, and uses the level information to perform the train control.
  • the TCMS directly generates the level information according to the train control request to control the running of the train, and reduces the delay of the intermediate link fed back to the TCMS by the relay during the VOBC control, which can more accurately control the running distance of the train and improve the accuracy of the control.
  • a train control method includes:
  • a train control request is sent to the train control and management system of the train.
  • the train control method transmits a train control request to the TCMS, so that the TCMS directly generates the level information for the train control according to the train control request, and uses the level information to perform the train control, because the TCMS
  • the level information is directly generated to control the operation of the train, and the intermediate delay of feedback to the TCMS through the relay during VOBC control is reduced, which can more accurately control the running distance of the train and improve the accuracy of the control.
  • the TCMS proposed by the embodiment of the third aspect of the present invention includes:
  • a receiving module configured to receive a train control request sent by the vehicle control system
  • An acquiring module configured to acquire level information for train control according to a current vehicle speed of the train, the train control request, and a preset control algorithm
  • a control module is configured to control the train by using the level information.
  • the TCMS proposed by the embodiment of the third aspect of the present invention directly calculates the level information for the train control according to the preset control algorithm by receiving the train control request of the VOBC transmission, and uses the level information to perform the train control,
  • the TCMS directly generates the level information according to the train control request to control the running of the train, and reduces the delay of feedback to the TCMS through the relay during the VOBC control, which can more accurately control the running distance of the train and improve the accuracy of the control.
  • the VOBC proposed by the embodiment of the fourth aspect of the present invention includes:
  • a monitoring module for monitoring the running condition of the train
  • Generating a module configured to generate a train control request according to the operating condition
  • a transmitting module for transmitting a train control request to a train control and management system of the train.
  • the VOBC proposed by the embodiment of the fourth aspect of the present invention sends a train control request to the TCMS, so that the TCMS directly calculates the level information for the train control according to the preset control algorithm, and uses the level information to perform the train control.
  • the TCMS directly generates the level information according to the train control request to control the running of the train, and reduces the intermediate delay of the feedback to the TCMS through the relay during the VOBC control, which can more accurately control the running distance of the train and improve the accuracy of the control.
  • a train proposed by the embodiment of the fifth aspect of the present invention includes:
  • the train proposed by the embodiment of the fifth aspect of the present invention receives the train control request of the VOBC transmission through the TCMS, directly calculates the level information for the train control according to the preset control algorithm, and uses the level information to perform the train control,
  • the TCMS directly generates the level information according to the train control request to control the running of the train, and reduces the intermediate delay of the feedback to the TCMS through the relay during the VOBC control, which can more accurately control the running distance of the train and improve the accuracy of the control.
  • FIG. 1 is a schematic diagram of a system structure of a conventional VOBC for train control
  • FIG. 2 is a schematic flow chart of a train control method according to an embodiment of the present invention.
  • FIG. 3 is a schematic flow chart of another train control method according to an embodiment of the present invention.
  • FIG. 4 is a schematic diagram of a TCMS-based train control according to an embodiment of the present invention.
  • FIG. 5 is a schematic structural diagram of a TCMS according to an embodiment of the present disclosure.
  • FIG. 6 is a schematic structural diagram of another VOBC according to an embodiment of the present disclosure.
  • FIG. 7 is a schematic structural diagram of a train provided in an embodiment of the present invention.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features either explicitly or implicitly.
  • the meaning of "a plurality” is two or more unless specifically and specifically defined otherwise.
  • the train control method includes the following steps:
  • the execution body of the train control method is a TCMS.
  • the TCMS can receive train control requests from the VOBC in real time or periodically.
  • the TCMS can perform speed measurement in real time to obtain the current vehicle speed of the train.
  • the speed can be measured according to the rotational speed of the motor, or the speed can be measured according to the set speed sensor.
  • the TCMS can obtain the accumulated running distance of the train according to the accumulated number of revolutions of the motor or the cumulative pulse count of the speed sensor.
  • the TCMS can know the current position of the train based on the accumulated running distance, that is, the distance between the current position and the starting point.
  • the train control request includes a target distance between the target position corresponding to the next parking point of the train and the current position of the train.
  • the next parking spot is the parking point that the train will arrive.
  • the train control request includes a first distance from the starting point of the target position corresponding to the next parking point of the train. from.
  • the accumulated running distance of the train can be obtained, according to the accumulated running distance, the current position of the train can be obtained, and the accumulated running distance is used as the second distance of the current position of the train from the starting point, and then according to The first distance, the second distance, and the current position of the train result in a target distance between the current position of the train and the next parking point.
  • the train control request may further include a target location corresponding to the next parking point of the train.
  • the TCMS may acquire the level information for controlling the train according to the current vehicle speed, the target distance, and a preset control algorithm.
  • the level information refers to the information about the traction level or the braking level applied to the vehicle traction/braking system, such as traction 1/2/3/4/5/6/7, brake 1/2 /3/4/5/6/7 file.
  • the preset control algorithm may be a Proportional Integral Derivative (PID) control algorithm, a fuzzy control algorithm, or an expert system.
  • PID Proportional Integral Derivative
  • the referenced acceleration is stored in the TCMS, and after acquiring the current vehicle speed and the target distance between the current position of the train and the next parking point, the TCMS can acquire a speed operation in which the train can safely travel within the target distance. curve.
  • the TCMS may store a security rate limit in advance, or may receive the indication information carrying the safety rate limit periodically or in real time from the VOBC.
  • the TCMS acquires the speed running curve and needs to make the train safely travel within the target distance. Further, using the speed running curve and the preset control algorithm, the level information of the train can be obtained.
  • the control of the train generally includes control of the train braking system and the train traction system.
  • the level information includes: braking level information and traction level information.
  • braking level information is applied to the braking system of the train to control Train braking system.
  • the traction level information is applied to the traction system of the train to control the train traction system in the event that the travel speed of the control train does not exceed the safe speed limit.
  • the TCMS controls the train according to the level information, so that the train automatically stops after automatically running the target distance between the current position and the target position.
  • the TCMS directly uses the control algorithm to perform the level calculation according to the target distance between the target position and the current position corresponding to the next parking point, the level information for the train control is obtained, so that the VOBC and the train IO Between the interfaces, only the safety protection relay is set, and the safety protection relay is input to the IO interface to cut off the traction, emergency braking and other signals, which reduces the control interface of the relay, and reduces the possibility of failure due to the reduction of the interface, improving safety and Availability.
  • the TCMS in order to achieve precise control of the train, can adjust the preset control algorithm according to the current performance parameters of the train, update the level information by using the adjusted control algorithm, and then utilize the updated level.
  • the bit information controls the train that is, the TCMS can calculate the level information in real time, so that the train braking system and the train traction system can be automatically adjusted in real time, so that the situation that the parking parking accuracy is high is satisfied. demand.
  • the current performance parameters of the train include the traction/braking force of the vehicle under different control level, train resistance, train weight, and control level delay response. Since the preset control algorithm includes all the control parameters of the vehicle, when the performance parameters of the vehicle are different, accordingly, the parameters of the control algorithm are also changed to obtain the most suitable control strategy for the vehicle.
  • the train control method provided by the embodiment obtains the train position request information, and obtains the level information for the train control according to the current train speed, the train control request and the preset control algorithm of the train, and uses the level information. Control the train.
  • the TCMS since the TCMS directly obtains the level information according to the train control request to control the operation of the train, and reduces the intermediate delay of the feedback to the TCMS through the relay during the VOBC control, the running distance of the train can be more accurately controlled, and the control is improved. The accuracy.
  • the functions of controlling the train traction system and the train braking system are directly realized by the TCMS, so that the control of the train is more real-time and effective than by the ATO in the VOBC.
  • the existing VOBC control needs to feed back the level information to the TCMS, and there may be a situation in which the control command is inconsistent between the VOBC and the train traction system or the brake system, resulting in the uncoordinated control of the vehicle, and the VOBC control in the present invention is directly controlled by the TCMS.
  • the intermediate feedback link is no longer needed, and the probability of inconsistent control commands is reduced, which is beneficial to improve the comfort of passengers during operation.
  • FIG. 3 is a schematic flowchart diagram of another train control method according to an embodiment of the present invention. As shown in FIG. 3, the train control method includes the following steps:
  • the execution body of the train control method is VOBC.
  • the VOBC monitors the running condition of the train through a set speed sensor, radar, and the like.
  • the current speed of the train can be obtained by the speed sensor, and the running position of the train can be positioned by the set radar or the like to obtain the current position of the train.
  • the running line of the train is pre-configured in the VOBC. After the VOBC acquires the current position of the train, the VOBC can determine the target position corresponding to the next parking point of the train from the running line of the train according to the current position of the train.
  • the VOBC can be positioned by a trackside device such as a transponder or a cross-sensing change line, and the target position corresponding to the next stop point of the train can be obtained from the on-board electronic map or the precise parking transponder.
  • the target position can be characterized by the distance of the next parking spot relative to the starting point.
  • the VOBC can generate a train control request according to the monitored operating conditions.
  • the train control request includes a target distance between the target position corresponding to the next parking point of the train and the current position of the train. Since VOBC can be positioned from the on-board map, the current position and target position obtained are more accurate. In order to improve the accuracy of the control, VOBC can directly calculate the target distance between the target position and the current position. The target distance is sent to the TCMS via a train control request.
  • the train control request may include a first distance from the starting point of the target position corresponding to the next parking point of the train. Since the TCMS can accumulate the running distance of the train to obtain the current position of the train, after obtaining the first distance, the target distance between the target position and the current position is obtained.
  • the process refer to the description of related content in the foregoing embodiments, and details are not described herein again.
  • the train control request may include a target location corresponding to the next parking point of the train. Since the TCMS can accumulate the running distance of the train, the current position of the train can be obtained according to the accumulated running distance, so that after the target position is acquired, the target distance between the target position and the current position is calculated.
  • the process refer to the description of related content in the foregoing embodiments, and details are not described herein again.
  • the VOBC After generating the train control request, in order to enable the TCMS to directly acquire the level information to control the train braking system and the train traction system, in this embodiment, the VOBC sends a train control request to the TCMS.
  • the TCMS After receiving the train control request, the TCMS can calculate the level information for controlling the train according to the train control request and the preset control algorithm.
  • VOBC can send train control requests to the TCMS in real time or periodically, allowing real-time speed measurement and positioning during the cycle.
  • the VOBC may also send indication information carrying the safety speed limit to the TCMS, so that the TCMS controls the train at the safe speed limit according to the calculated level information.
  • the train control method provided by the embodiment sends a train control request to the TCMS through the VOBC, so that the TCMS directly calculates the level information for the train control according to the preset control algorithm, and uses the level information to perform the train control, because the TCMS The level information is directly obtained to control the operation of the train, and the intermediate link to the TCMS feedback through the VOBC control is reduced, which can more accurately control the running distance of the train and improve the accuracy of the control.
  • FIG. 4 is a schematic diagram of a TCMS-based train control according to an embodiment of the present invention.
  • the train control includes: VOBC, TCMS, train IO, communication interface, safety protection relay, train braking system, and train traction system.
  • a communication interface is arranged between VOBC and TCMS
  • a safety protection relay is arranged between VOBC and train IO, wherein the safety protection relay is mainly used to generate some safety protection control signals, for example, performing emergency braking or cutting Traction.
  • ATO and ATP are included in the VOBC.
  • the ATO is used to monitor the running condition of the train and generate a train control request based on the monitored operating conditions, and the ATO then sends a train control request to the TCMS based on the communication interface.
  • the train control request includes a target position corresponding to the next parking point of the train and a current position of the train Target distance.
  • the train control request includes a target location corresponding to a next parking point of the train.
  • the train control request may include a first distance from the starting point of the target position corresponding to the next parking point of the train.
  • the ATO can carry the safe speed limit of the train in an indication message and send it to the TCMS through the communication interface.
  • the control of the train by the TCMS needs to be controlled according to the safe speed limit, that is, the speed of the train cannot exceed the safe speed limit.
  • a safety protection relay is arranged between the VOBC and the train IO, and a control signal such as a retreating traction or an emergency braking is generated through the safety protection relay, and the TCMS passes The train IO is collected, and the control signal generated by the safety protection relay is obtained to control the train to perform emergency braking or retracting traction.
  • a control algorithm module is disposed in the TCMS, and a preset control algorithm is stored in the module. After receiving the train control request, the control algorithm module in the TCMS may be generated according to a preset control algorithm.
  • Level information for train control In this embodiment, in order to enable the TCMS to directly generate the level information, a device having a speed sensor, a motor speed, and a performance parameter of the train may be disposed at the TCMS. The TCMS can obtain the level information by using the control algorithm by the TCMS when the ATO control is valid and the ATP is valid, and the level information includes the brake level information and the traction level information.
  • the TCMS applies braking level information to the train braking system to control the train braking system while controlling the running speed of the train not exceeding the safe speed limit, and in the case of controlling the running speed of the train not exceeding the safe speed limit
  • the traction level information is applied to the train traction system to control the train traction system.
  • the TCMS directly generates the level information according to the train control request, and realizes the control of the train braking system and the train traction system, so that the train automatically stops after automatically running the target distance between the current position and the target position.
  • the TCMS directly obtains the level information to control the operation of the train, and reduces the intermediate delay of the feedback to the TCMS through the relay during the VOBC control, the running distance of the train can be more accurately controlled, and the accuracy of the control is improved.
  • the functions of controlling the train traction system and the train braking system are directly realized by the TCMS, so that the control of the train is more real-time and effective than by the ATO in the VOBC.
  • the existing VOBC control needs to feed back the level information to the TCMS.
  • the control command is inconsistent between the VOBC and the train traction system or the braking system, and the control is uncoordinated, and the VOBC control in the present invention is directly controlled by the TCMS.
  • the intermediate feedback link is no longer needed, and the probability of inconsistent control commands is reduced, which is beneficial to improve the comfort of passengers during operation.
  • FIG. 5 is a schematic structural diagram of a TCMS according to an embodiment of the present invention.
  • the train TCMS 1 includes a receiving module 11, an obtaining module 12, and a control module 13.
  • the receiving module 11 is configured to receive a train control request sent by the VOBC.
  • the obtaining module 12 is configured to obtain level information for train control according to the current vehicle speed of the train, the train control request, and a preset control algorithm.
  • the control module 13 is configured to control the train by using the level information.
  • the train control request includes a target distance between the target position corresponding to the next parking point of the train and the current position of the train; the obtaining module 12 is specifically configured to:
  • the train control request includes a first distance from the starting point of the target position corresponding to the next parking point of the train; and the acquiring module 12 is specifically configured to:
  • the obtaining module 12 is specifically configured to obtain a target distance between the current position of the train and the target position by the following steps:
  • the target distance is obtained based on the first distance, the second distance, and the current position of the train.
  • the TCMS 1 further includes: an adjustment module 14 and an update module 15.
  • the adjustment module 14 is configured to adjust the control algorithm according to current performance parameters of the train.
  • the updating module 15 is configured to update the level information by using the adjusted control algorithm.
  • the receiving module 11 is further configured to receive the indication information that carries the security rate limit.
  • the level information includes the brake level information and the traction level information
  • the control module 13 is specifically configured to:
  • Controlling the running speed of the train according to the safe speed limit does not exceed the safe speed limit, and applying the traction level information to the train traction system to control the train traction system.
  • the TCMS receives the train control request sent by the VOBC, acquires the level information for the train control according to the current vehicle speed, the train control request and the preset control algorithm of the train, and controls the train by using the level information. .
  • the TCMS since the TCMS directly generates the level information according to the train control request to control the running of the train, and reduces the intermediate delay of the feedback to the TCMS through the relay during the VOBC control, the running distance of the train can be more accurately controlled, and the control is improved. The accuracy.
  • the functions of controlling the train traction system and the train braking system are directly realized by the TCMS, so that the control of the train is more real-time and effective than by the ATO in the VOBC.
  • the existing VOBC control needs to feed back the level information to the TCMS, and there may be a situation in which the command inconsistency between the VOBC and the train traction system or the braking system leads to uncoordinated control, and the VOBC control in the present invention is directly controlled by the TCMS.
  • the intermediate feedback link is no longer needed, and the probability of inconsistent control commands is reduced, which is beneficial to improve the comfort of passengers during operation.
  • FIG. 6 is a schematic structural diagram of another VOBC according to an embodiment of the present invention.
  • the VOBC 2 includes a monitoring module 21, a generating module 22, and a transmitting module 23.
  • the monitoring module 21 is configured to monitor the running status of the train.
  • the generating module 22 is configured to generate a train control request according to the operating condition.
  • the sending module 23 is configured to send a train control request to the train control and management system TCMS of the train.
  • the train control request includes a target distance between the target position corresponding to the next parking point of the train and the current position of the train.
  • the train control request includes a first distance from the starting point of the target position corresponding to the next parking point of the train.
  • monitoring module 21 is specifically configured to:
  • the target location is determined based on the current location and a pre-set operational line.
  • the sending module 23 is further configured to send, to the TCMS, indication information that carries a security rate limit.
  • the VOBC provided in this embodiment sends a train control request to the TCMS, so that the TCMS directly calculates the level information for the train control according to the preset control algorithm, and uses the level information to perform the train control, which is controlled by the TCMS according to the train.
  • the information directly generates the level information to control the operation of the train, and reduces the intermediate delay of feedback to the TCMS through the relay during VOBC control, which can more accurately control the running distance of the train and improve the accuracy of the control.
  • FIG. 7 is a schematic structural diagram of a train according to an embodiment of the present invention. As shown in Fig. 7, the train control system includes the TCMS 1 in the above embodiment and the VOBC 2 in the above embodiment.
  • the TCMS since the TCMS directly generates the level information according to the train control request to control the running of the train, and reduces the intermediate delay of the feedback to the TCMS through the relay during the VOBC control, the running distance of the train can be more accurately controlled, and the control is improved. The accuracy.
  • the functions of controlling the train traction system and the train braking system are directly realized by the TCMS, so that the control of the train is more real-time and effective than by the ATO in the VOBC.
  • the existing VOBC control needs to feed back the level information to the TCMS, and there may be a situation in which the command inconsistency between the VOBC and the train traction system or the braking system leads to uncoordinated control, and the VOBC control in the present invention is directly controlled by the TCMS. No longer need the middle The feedback link reduces the probability of inconsistent control commands, which is beneficial to improve the comfort of passengers during operation.
  • each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

一种列车控制方法、TCMS、VOBC及列车，通过接收车载控制系统发送的列车控制请求（101），获取列车的当前车速，根据列车的当前车速、列车控制请求和预设的控制算法，得到用于列车控制的级位信息（102），利用级位信息对列车进行控制（103）。由TCMS根据控制请求直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。

Description

列车控制方法、TCMS、VOBC及列车
相关申请的交叉引用
本申请基于申请号为2016111277801，申请日为2016年12月09日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本发明涉及车辆控制领域，尤其涉及一种列车控制方法、列车控制和管理系统、车载控制系统及列车。
背景技术
目前，列车通过安装车载控制系统(Vehicle on-board Controller，简称VOBC)，包括列车自动运行系统(Automatic Train Operation，简称ATO)和列车自动防护系统(Automatic Train Protection，简称：ATP)，以实现列车的自动运行和自动防护。VOBC不断地与列车控制中心进行通信，在ATP保护下进行牵引、制动及车门控制。对超速、目标点冒进及车门状态进行安全监督，以确保列车在允许的包络线内运行，并且在无法继续安全运行时，自动实施紧急制动。
图1为现有VOBC进行列车控制的系统结构示意图。如图1所示，VOBC中包括ATO和ATP，ATO用来完成列车的定位和测速，并且根据上述定位和测速信息完成用于对列车进行控制指令计算，在得到控制指令后，以级位或者加速度方式控制列车运行。由ATO通过牵引/制动继电器向列车的输入输出(IO)输出控制加速或者减速停车等控制指令，列车通过列车控制和管理系统(Train Control and Management System，简称TCMS)采集牵引/制动继电器上的控制指令，然后对采集的数字量或者模拟量进行转换，利用转换后的控制指令对列车牵引系统和列车制动系统进行控制，实现列车的牵引和制动。
整个列车控制环节参与的设备多、控制过程复杂，控制算法计算、控制指令采集、控制执行机构分离到不同的设备，控制过程延时不稳定，导致ATO对列车运行距离的精确控制程度较低，停准效果较差。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本发明的一个目的在于提出一种列车控制方法，该方法通过TCMS直接控制列 车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
本发明的另一个目的在于提出一种列车控制方法。
本发明的另一个目的在于提出一种TCMS。
本发明的另一个目的在于提出一种VOBC。
本发明的另一个目的在于提出一种列车。
为达到上述目的，本发明第一方面实施例提出的列车控制方法，包括：
接收车载控制系统发送的列车控制请求；
根据列车的当前车速、所述列车控制请求和预设的控制算法，获取用于列车控制的级位信息；
利用所述级位信息对列车进行控制。
本发明第一方面实施例提出的列车控制方法，通过接收VOBC发送的列车控制请求，根据预设的控制算法直接计算得到用于列车控制的级位信息，利用级位信息进行列车控制，由于由TCMS根据列车控制请求直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间环节的延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
为达到上述目的，本发明第二方面实施例提出的列车控制方法，包括：
对列车的运行状况进行监控；
根据所述运行状况，生成列车控制请求；
向列车的列车控制和管理系统发送列车控制请求。
本发明第二方面实施例提出的列车控制方法，通过向TCMS发送列车控制请求，以使TCMS根据列车控制请求直接生成用于列车控制的级位信息，利用级位信息进行列车控制，由于由TCMS直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
为达到上述目的，本发明第三方面实施例提出的TCMS，包括：
接收模块，用于接收车载控制系统发送的列车控制请求；
获取模块，用于根据列车的当前车速、所述列车控制请求和预设的控制算法，获取用于列车控制的级位信息；
控制模块，用于利用所述级位信息对列车进行控制。
本发明第三方面实施例提出的TCMS，通过接收VOBC的发送的列车控制请求，根据预设的控制算法直接计算得到用于列车控制的级位信息，利用级位信息进行列车控制，由于 由TCMS根据列车控制请求直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
为达到上述目的，本发明第四方面实施例提出的VOBC，包括：
监控模块，用于对列车的运行状况进行监控；
生成模块，用于根据所述运行状况，生成列车控制请求；
发送模块，用于向列车的列车控制和管理系统发送列车控制请求。
本发明第四方面实施例提出的VOBC，通过向TCMS发送列车控制请求，以使TCMS根据预设的控制算法直接计算得到用于列车控制的级位信息，利用级位信息进行列车控制，由于由TCMS根据列车控制请求直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
为达到上述目的，本发明第五方面实施例提出的列车，包括：
本发明第三方面实施例提出的TCMS和本发明第四方面实施例提出的VOBC。
本发明第五方面实施例提出的列车，通过TCMS接收VOBC的发送的列车控制请求，根据预设的控制算法直接计算得到用于列车控制的级位信息，利用级位信息进行列车控制，由于由TCMS根据列车控制请求直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
本发明附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。
附图说明
本发明上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：
图1为现有的VOBC进行列车控制的系统结构示意图；
图2为本发明实施例提供的一种列车控制方法的流程示意图；
图3为本发明实施例提供的另一种列车控制方法的流程示意图；
图4为本发明实施例提供的一种基于TCMS的列车控制的示意图；
图5为本发明实施例提供的一种TCMS的结构示意图；
图6为本发明实施例提供的另一种VOBC的结构示意图；
图7为本发明实施例中提供的一种列车的结构示意图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的模块或具有相同或类似功能的模块。下面通过参考附图描述的实施例是示例性的，仅用于解释本发明，而不能理解为对本发明的限制。相反，本发明的实施例包括落入所附加权利要求书的精神和内涵范围内的所有变化、修改和等同物。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本发明的描述中，“多个”的含义是两个或两个以上，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本发明的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本发明的实施例所属技术领域的技术人员所理解。
图2为本发明实施例提供的一种列车控制方法的流程示意图，如图2所示，该列车控制方法包括以下步骤：
S101、接收车载控制系统发送的列车控制请求。
本实施例中，该列车控制方法的执行主体为TCMS。在列车运行的过程中，为了实现对列车的自动控制和自动防护，TCMS可以实时地或者周期性地从VOBC处接收列车控制请求。
S102、根据列车的当前车速、列车控制请求和预设的控制算法，得到用于列车控制的级位信息。
本实施例中，TCMS可以实时地进行测速，获取到列车的当前车速。例如可以根据电机的转速来进行测速，也可以根据设置的速度传感器进行测速。进一步地，TCMS在列车的运行过程中，可以根据电机的累计转数或速度传感器的累计脉冲计数得到列车的累计运行距离。TCMS根据累计运行距离，即当前位置与起始点之间的距离，可以得知该列车的当前位置。
优选地，列车控制请求中包括列车的下一个停车点对应的目标位置与列车的当前位置之间的目标距离。其中，该下一个停车点为列车将要到达的停车点。
可选地，列车控制请求中包括列车的下一个停车点对应的目标位置距离起始点的第一距 离。当接收到列车控制请求后，可以得到列车的累计运行距离，根据该累计运行距离，可以得到列车的当前位置，并以该累计运行距离作为列车的当前位置距离起始点的第二距离，然后根据第一距离、第二距离和列车的当前位置得到列车的当前位置与下一停车点之间的目标距离。可选地，列车控制请求中还可包括列车的下一个停车点对应的目标位置。
进一步地，在获取到当前位置与下一停车点之间的目标距离后，TCMS可以根据当前车速、目标距离和预设的控制算法，获取用于对列车进行控制的级位信息。其中，级位信息是指关于对车辆牵引/制动系统施加的牵引级位或制动级位的信息，如牵引1/2/3/4/5/6/7档，制动1/2/3/4/5/6/7档。本实施例中，预设的控制算法可以为比例积分微分(Proportional Integral Derivative，简称PID)控制算法、模糊控制算法或者专家系统等。
具体地，TCMS中存储有参考的加速度，在获取到当前车速和列车的当前位置与下一停车点之间的目标距离之后，TCMS可以获取到在该目标距离内列车能够安全行驶的一个速度运行曲线。本实施例中，TCMS中可以预先存储有安全限速，也可以从VOBC中周期性或者实时地接收携带有安全限速的指示信息。TCMS获取到速度运行曲线，需要使得列车在该目标距离内能够安全行驶。进一步地，利用该速度运行曲线和预设的控制算法，可以得到对列车进行控制的级位信息。
S103、利用级位信息对列车进行控制。
在获取到级位信息后，可以对列车进行控制。实际应用中，对列车的控制一般包括对列车制动系统和列车牵引系统的控制。具体地，级位信息中包括：制动级位信息和牵引级位信息，在控制列车的行驶速度不超出安全限速的情况下，对列车的制动系统施加制动级位信息，以控制列车制动系统。在控制列车的行驶速度不超出安全限速的情况下，对列车的牵引系统施加所述牵引级位信息，以控制列车牵引系统。TCMS根据级位信息对列车进行控制，使列车在自动运行当前位置与目标位置之间的目标距离后，自动停车。
本实施例中，由于TCMS直接根据下一停车点对应的目标位置与当前位置之间的目标距离，利用控制算法进行级位计算，得到用于列车控制的级位信息，这样VOBC与列车的IO接口之间，只需设置安全防护继电器，通过安全防护继电器向IO接口输入切除牵引、紧急制动等信号，减少了继电器的控制接口，由于接口减少则能够减少故障的可能性，提高安全性和可用性。
本实施例中，为了实现对列车的精准控制，TCMS可以根据列车的当前的性能参数对预设的控制算法进行调整，利用调整后的控制算法对级位信息进行更新，然后利用更新后的级位信息对列车进行控制，也就是说，TCMS可以实时地计算级位信息，从而可以实时地对列车制动系统和列车牵引系统进行自动调整，使得能够满足对列车停车精度要求较高的场合的 需求。其中，列车的当前的性能参数包括车辆在不同控车级位下的牵引/制动力，列车阻力，列车重量，控车级位响应延时等。由于预设的控制算法包括车辆的所有控制参数，当车辆的性能参数不同时，相应地，控制算法的参数也要随之改变，以得到对于车辆最合适的控制策略。
本实施例提供的列车控制方法，通过接收车载控制系统发送的列车控制请求，根据列车的当前车速、列车控制请求和预设的控制算法，获取用于列车控制的级位信息，利用级位信息对列车进行控制。本实施例中，由于由TCMS根据列车控制请求直接得到级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
进一步地，本实施例中，由TCMS直接实现了控制列车牵引系统和列车制动系统的功能，使得比通过VOBC中的ATO对列车进行控制更加实时和有效。而且现有VOBC控制需要将级位信息反馈给TCMS，VOBC与列车牵引系统或者制动系统之间可能存在控制指令不一致而导致控车不协调的情况，而本发明中的VOBC控制通过TCMS直接控制，不再需要中间反馈环节，降低控制指令不一致的概率，有利于提高运行过程中乘客的舒适度。
图3为本发明实施例提供的另一种列车控制方法的流程示意图。如图3所示，该列车控制方法包括以下步骤：
S201、对列车的运行状况进行监控。
本实施例中，该列车控制方法的执行主体为VOBC。具体地，VOBC通过设置的速度传感器、雷达等装置对列车的运行状况进行监控。例如，可以通过速度传感器获取列车的当前速度，通过设置的雷达等装置对列车的运行位置进行定位，获取到列车的当前位置。进一步地，VOBC中预先配置了该列车的运行线路，在VOBC获取到列车的当前位置后，VOBC可以根据列车的当前位置，从列车的运行线路上确定出列车的下一停车点对应的目标位置，例如，VOBC可以通过轨旁设备，如应答器、交叉感应换线进行定位，从车载电子地图或者精确停车应答器获取列车下一停车点对应的目标位置。该目标位置可以通过下一停车点相对于起始点的距离来表征。
S202、根据列车的运行状况，生成列车控制请求。
在获取到列车的运行状态后，VOBC可以根据监控的运行状况，生成列车控制请求。优选地，列车控制请求中包括列车的下一个停车点对应的目标位置与列车的当前位置之间的目标距离。由于VOBC可以从车载的地图上进行定位，则获取到的当前位置和目标位置的更加精准，为了提高控制的准确性，因此，VOBC可以直接计算出目标位置与当前位置之间的目标距离，将该目标距离通过列车控制请求发送给TCMS。
可选地，列车控制请求中可以包括列车的下一个停车点对应的目标位置距离起始点的第一距离。由于TCMS可以积累列车的运行距离以得到列车的当前位置，从而在获取到第一距离后，得到目标位置与当前位置之间的目标距离。具体过程参见上述实施例中相关内容的记载，此处不再赘述。
可选地，列车控制请求中可以包括列车的下一个停车点对应的目标位置。由于TCMS可以积累列车的运行距离，就可以根据该累计运行距离，得到列车的当前位置，从而在获取到目标位置后，计算得到目标位置与当前位置之间的目标距离。具体过程参见上述实施例中相关内容的记载，此处不再赘述。
S203、向列车的列车控制和管理系统发送列车控制请求。
在生成列车控制请求后，为了能够实现TCMS直接获取级位信息，以对列车制动系统和列车牵引系统的控制，本实施例中，VOBC将列车控制请求发送给TCMS。
TCMS在接收到列车控制请求后，根据列车控制请求以及预设的控制算法，就可以计算得到用于对列车进行控制的级位信息。具体过程可参见上述实施例中相关内容的记载，此处不再赘述。
VOBC可以实时地或者周期性地向TCMS发送列车控制请求，在周期内可以进行实时测速和定位。
进一步地，为了实现列车的安全驾驶，本实施例中，VOBC还可以向TCMS发送携带安全限速的指示信息，以使TCMS根据计算得到的级位信息，在该安全限速下对列车进行控制。
本实施例提供的列车控制方法，通过VOBC向TCMS发送列车控制请求，以使TCMS根据预设的控制算法直接计算得到用于列车控制的级位信息，利用级位信息进行列车控制，由于由TCMS直接得到级位信息来控制列车的运行，减少通过VOBC控制时向TCMS反馈的中间环节，能够更加精确的控制列车的运行距离，提高了控制的精确性。
图4为本发明实施例提供的一种基于TCMS的列车控制的示意图。如图4所示，该列车控制包括：VOBC、TCMS、列车IO、通信接口、安全防护继电器、列车制动系统和列车牵引系统。其中，在VOBC与TCMS之间设置有通信接口，在VOBC和列车IO之间设置有安全防护继电器，其中，安全防护继电器主要用于生成一些安全防护的控制信号，例如，实施紧急制动或者切除牵引。
本实施例中，VOBC中包括ATO和ATP。ATO用于对列车的运行状况进行监控，并且根据监控的运行状况，生成列车控制请求，ATO然后基于通信接口向TCMS发送列车控制请求。优选地列车控制请求中包括列车的下一停车点对应的目标位置与列车的当前位置之间 的目标距离。可选地，列车控制请求中包括列车的下一停车点对应的目标位置。可选地，列车控制请求中可以包括列车的下一个停车点对应的目标位置距离起始点的第一距离。
进一步地，为了使列车能够安全行驶，ATO可以将列车的安全限速携带在一个指示信息中，通过通信接口发送给TCMS。TCMS对列车的控制需要根据该安全限速进行控制，即列车的行驶速度不能超出该安全限速。
为了使列车在紧急情况下，可以实施紧急制动，本实施例中，在VOBC和列车IO之间设置有安全防护继电器，通过安全防护继电器生成如切除牵引或者紧急制动等控制信号，TCMS通过对列车IO进行采集，获取安全防护继电器生成的控制信号对列车实施紧急制动或者切除牵引的控制。
本实施例中，TCMS中设置有一个控制算法模块，在该模块中存储有预设的控制算法，在接收到列车控制请求后，TCMS中的控制算法模块可以根据预设的控制算法，生成用于列车控制的级位信息。本实施例中，为了能够使TCMS直接生成级位信息，可以在TCMS处设置有速度传感器、采集电机转速和列车的性能参数的设备。TCMS可以在ATO控制有效且ATP有效的情况下，由TCMS使用控制算法获取级位信息，级位信息包括制动级位信息和牵引级位信息。TCMS在控制列车的行驶速度不超出安全限速的情况下，对列车制动系统施加制动级位信息，以控制列车制动系统，并且在控制列车的行驶速度不超出安全限速的情况下，对列车牵引系统施加牵引级位信息，以控制列车牵引系统。本实施例中，TCMS根据列车控制请求，直接生成级位信息，实现对列车制动系统和列车牵引系统的控制，使列车在自动运行当前位置与目标位置之间的目标距离后，自动停车。TCMS获取级位信息的具体过程可参见上述实施例中相关内容的记载，此处不再赘述。
本实施例中，由于由TCMS直接得到级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
进一步地，本实施例中，由TCMS直接实现了控制列车牵引系统和列车制动系统的功能，使得比通过VOBC中的ATO对列车进行控制更加实时和有效。而且现有VOBC控制需要将级位信息反馈给TCMS，VOBC与列车牵引系统或者制动系统之间可能存在控制指令不一致而导致控制不协调的情况，而本发明中的VOBC控制通过TCMS直接控制，不再需要中间反馈环节，降低控制指令不一致的概率，有利于提高运行过程中乘客的舒适度。
图5为本发明实施例提供的一种TCMS的结构示意图。如图5所示，该列车TCMS 1包括：接收模块11、获取模块12和控制模块13。
其中，接收模块11，用于接收VOBC发送的列车控制请求。
获取模块12，用于根据列车的当前车速、所述列车控制请求和预设的控制算法，得到用于列车控制的级位信息。
控制模块13，用于利用所述级位信息对列车进行控制。
优选地，列车控制请求中包括列车的下一个停车点对应的目标位置与列车的当前位置之间的目标距离；则获取模块12，具体用于：
根据所述当前车速、所述目标距离和所述预设的控制算法，获取所述级位信息。
可选地，列车控制请求中包括列车的下一个停车点对应的目标位置距离起始点的第一距离；则获取模块12，具体用于：
获取列车的累计运行距离；
根据所述第一距离和列车的累计运行距离，得到列车的当前位置与所述目标位置之间的目标距离；
根据所述当前车速、所述目标距离和所述预设的控制算法，获取所述级位信息。
进一步地，获取模块12，具体用于通过以下步骤得到列车的当前位置与所述目标位置之间的目标距离：
根据列车的累计运行距离，得到列车的当前位置；
设置所述累计运行距离作为所述当前位置距离所述起始点的第二距离；
根据所述第一距离、所述第二距离和列车的当前位置，得到所述目标距离。
进一步地，所述TCMS 1还包括：调整模块14和更新模块15。
调整模块14，用于按照列车的当前的性能参数对所述控制算法进行调整。
更新模块15，用于利用调整后的所述控制算法更新所述级位信息。
进一步地，接收模块11，还用于接收携带安全限速的指示信息。
进一步地，级位信息包括制动级位信息和牵引级位信息，则控制模块13，具体用于：
根据所述安全限速控制所述列车的行驶速度不超出所述安全限速，并对列车制动系统施加所述制动级位信息，以控制所述列车制动系统；
根据所述安全限速控制所述列车的行驶速度不超出所述安全限速，并对列车牵引系统施加所述牵引级位信息，以控制所述列车牵引系统。
本实施例提供的TCMS，通过接收VOBC发送的列车控制请求，根据列车的当前车速、列车控制请求和预设的控制算法，获取用于列车控制的级位信息，利用级位信息对列车进行控制。本实施例中，由于由TCMS根据列车控制请求直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
进一步地，本实施例中，由TCMS直接实现了控制列车牵引系统和列车制动系统的功能，使得比通过VOBC中的ATO对列车进行控制更加实时和有效。而且现有VOBC控制需要将级位信息反馈给TCMS，VOBC与列车牵引系统或者制动系统之间可能存在指令不一致而导致控车不协调的情况，而本发明中的VOBC控制通过TCMS直接控制，不再需要中间反馈环节，降低控制指令不一致的概率，有利于提高运行过程中乘客的舒适度。
图6为本发明实施例提供的另一种VOBC的结构示意图。如图6所示，该VOBC 2包括：监控模块21、生成模块22和发送模块23。
其中，监控模块21，用于对列车的运行状况进行监控。
生成模块22，用于根据所述运行状况，生成列车控制请求。
发送模块23，用于向列车的列车控制和管理系统TCMS发送列车控制请求。
优选地，列车控制请求中包括列车的下一个停车点对应的目标位置与列车的当前位置之间的目标距离。
可选地，列车控制请求中包括列车的下一个停车点对应的目标位置距离起始点的第一距离。
进一步地，监控模块21，具体用于：
对列车的运行位置进行监控，获取所述当前位置；
根据所述当前位置以及预先设置的运行线路，确定所述目标位置。
进一步地，发送模块23，还用于向所述TCMS发送携带安全限速的指示信息。
本实施例提供的VOBC，通过向TCMS发送列车控制请求，以使TCMS根据预设的控制算法直接计算得到用于列车控制的级位信息，利用级位信息进行列车控制，由于由TCMS根据列车控制信息直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
图7为本发明实施例提供的一种列车的结构示意图。如图7所示，该列车控制系统包括：上述实施例中的TCMS 1和上述实施例中的VOBC 2。
本实施例中，由于由TCMS根据列车控制请求直接生成级位信息来控制列车的运行，减少VOBC控制时通过继电器向TCMS反馈的中间延时，能够更加精确的控制列车的运行距离，提高了控制的精确性。
进一步地，本实施例中，由TCMS直接实现了控制列车牵引系统和列车制动系统的功能，使得比通过VOBC中的ATO对列车进行控制更加实时和有效。而且现有VOBC控制需要将级位信息反馈给TCMS，VOBC与列车牵引系统或者制动系统之间可能存在指令不一致而导致控车不协调的情况，而本发明中的VOBC控制通过TCMS直接控制，不再需要中间 反馈环节，降低控制指令不一致的概率，有利于提高运行过程中乘客的舒适度。
需要说明的是，在本发明的描述中，术语“第一”、“第二”等仅用于描述目的，而不能理解为指示或暗示相对重要性。此外，在本发明的描述中，除非另有说明，“多个”的含义是两个或两个以上。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本发明的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本发明的实施例所属技术领域的技术人员所理解。
应当理解，本发明的各部分模块或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本发明各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (25)

  1. 一种列车控制方法，其特征在于，包括：
    接收车载控制系统发送的列车控制请求；
    根据列车的当前车速、所述列车控制请求和预设的控制算法，得到用于列车控制的级位信息；
    利用所述级位信息对列车进行控制。
  2. 根据权利要求1所述的列车控制方法，其特征在于，所述列车控制请求中包括列车的下一个停车点对应的目标位置与列车的当前位置之间的目标距离；则所述根据列车的当前车速、所述列车控制请求和预设的控制算法，得到用于列车控制的级位信息，包括：
    根据所述当前车速、所述目标距离和所述预设的控制算法，得到所述级位信息。
  3. 根据权利要求1所述的列车控制方法，其特征在于，所述列车控制请求中包括列车的下一个停车点对应的目标位置距离起始点的第一距离；则所述根据列车的当前车速、所述列车控制请求和预设的控制算法，得到用于列车控制的级位信息，包括：
    获取列车的累计运行距离；
    根据所述第一距离和列车的累计运行距离，得到列车的当前位置与所述目标位置之间的目标距离；
    根据所述当前车速、所述目标距离和所述预设的控制算法，获取所述级位信息。
  4. 根据权利要求3所述的列车控制方法，其特征在于，所述根据所述第一距离和列车的累计运行距离，得到列车的当前位置与所述目标位置之间的目标距离，包括：
    根据所述列车的累计运行距离得到列车的当前位置；
    设置所述累计运行距离作为所述当前位置距离所述起始点的第二距离；
    根据所述第一距离、所述第二距离和列车的当前位置，得到所述目标距离。
  5. 根据权利要求2或4所述的列车控制方法，其特征在于，还包括：
    按照列车的当前的性能参数对所述控制算法进行调整；
    利用调整后的所述控制算法更新所述级位信息。
  6. 根据权利要求5所述的列车控制方法，其特征在于，所述利用所述级位信息对列车进行控制之前，还包括：
    接收携带安全限速的指示信息。
  7. 根据权利要求6所述的列车控制方法，其特征在于，所述级位信息包括制动级位信息和牵引级位信息，则所述利用所述级位信息对列车进行控制，包括：
    根据所述安全限速控制所述列车的行驶速度不超出所述安全限速，并对列车制动系统施加所述制动级位信息，以控制所述列车制动系统；
    根据所述安全限速控制所述列车的行驶速度不超出所述安全限速，并对列车牵引系统施加所述牵引级位信息，以控制所述列车牵引系统。
  8. 一种列车控制方法，其特征在于，包括：
    对列车的运行状况进行监控；
    根据所述运行状况，生成列车控制请求；
    向列车的列车控制和管理系统发送列车控制请求。
  9. 根据权利要求8所述的列车控制方法，其特征在于，所述列车控制请求中包括列车的下一个停车点对应的目标位置与列车的当前位置之间的目标距离。
  10. 根据权利要求8所述的列车控制方法，其特征在于，所述列车控制请求中包括列车的下一个停车点对应的目标位置距离起始点的第一距离。
  11. 根据权利要求9或10所述的列车控制方法，其特征在于，所述对列车的运行状况进行监控，包括：
    对列车的运行位置进行监控，获取所述当前位置；
    根据所述当前位置以及预先设置的运行线路，确定所述目标位置。
  12. 根据权利要求11所述的列车控制方法，其特征在于，还包括：
    向所述列车控制和管理系统发送携带安全限速的指示信息。
  13. 一种列车控制和管理系统，其特征在于，包括：
    接收模块，用于接收车载控制系统发送的列车控制请求；
    获取模块，用于根据列车的当前车速、所述列车控制请求和预设的控制算法，得到用于列车控制的级位信息；
    控制模块，用于利用所述级位信息对列车进行控制。
  14. 根据权利要求13所述的列车控制和管理系统，其特征在于，所述列车控制请求中包括列车的下一个停车点对应的目标位置与列车的当前位置之间的目标距离；则所述获取模块，具体用于：
    根据所述当前车速、所述目标距离和所述预设的控制算法，获取所述级位信息。
  15. 根据权利要求13所述的列车控制和管理系统，其特征在于，所述列车控制请求中包括列车的下一个停车点对应的目标位置距离起始点的第一距离；则所述获取模块，具体用于：
    获取列车的累计运行距离；
    根据所述第一距离和列车的累计运行距离，得到列车的当前位置与所述目标位置之间的目标距离；
    根据所述当前车速、所述目标距离和所述预设的控制算法，获取所述级位信息。
  16. 根据权利要求15所述的列车控制和管理系统，其特征在于，所述获取模块，具体用于通过以下步骤得到列车的当前位置与所述目标位置之间的目标距离：
    根据所述列车的累计运行距离，得到列车的当前位置；
    设置所述累计运行距离作为所述当前位置距离所述起始点的第二距离；
    根据所述第一距离、所述第二距离和列车的当前位置，得到所述目标距离。
  17. 根据权利要求14或16所述的列车控制和管理系统，其特征在于，还包括：
    调整模块，用于按照列车的当前的性能参数对所述控制算法进行调整；
    更新模块，用于利用调整后的所述控制算法更新所述级位信息。
  18. 根据权利要求17所述的列车控制和管理系统，其特征在于，所述接收模块，还用于接收携带安全限速的指示信息。
  19. 根据权利要求18所述的列车控制和管理系统，其特征在于，所述级位信息包括制动级位信息和牵引级位信息，则所述控制模块，具体用于：
    根据所述安全限速控制所述列车的行驶速度不超出所述安全限速，并对列车制动系统施加所述制动级位信息，以控制所述列车制动系统；
    根据所述安全限速控制所述列车的行驶速度不超出所述安全限速，并对列车牵引系统施加所述牵引级位信息，以控制所述列车牵引系统。
  20. 一种车载控制系统，其特征在于，包括：
    监控模块，用于对列车的运行状况进行监控；
    生成模块，用于根据所述运行状况，生成列车控制请求；
    发送模块，用于向列车的列车控制和管理系统发送列车控制请求。
  21. 根据权利要求20所述的车载控制系统，其特征在于，所述列车控制请求中包括列车的下一个停车点对应的目标位置与列车的当前位置之间的目标距离。
  22. 根据权利要求20所述的车载控制系统，其特征在于，所述列车控制请求中包括列车的下一个停车点对应的目标位置距离起始点的第一距离。
  23. 根据权利要求21或22所述的车载控制系统，其特征在于，所述监控模块，具体用于：
    对列车的运行位置进行监控，以获取所述当前位置；
    根据所述当前位置以及预先设置的运行线路，确定所述目标位置。
  24. 根据权利要求23所述的车载控制系统，其特征在于，所述发送模块，还用于向所述列车控制和管理系统发送携带安全限速的指示信息。
  25. 一种列车，其特征在于，包括：权利要求13-19任一项所述的列车控制和管理系统和权利要求20-24任一项所述的车载控制系统。
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