CN113954914A - Train control method, train control device, vehicle-mounted equipment and computer-readable storage medium - Google Patents
Train control method, train control device, vehicle-mounted equipment and computer-readable storage medium Download PDFInfo
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- CN113954914A CN113954914A CN202111434291.1A CN202111434291A CN113954914A CN 113954914 A CN113954914 A CN 113954914A CN 202111434291 A CN202111434291 A CN 202111434291A CN 113954914 A CN113954914 A CN 113954914A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
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Abstract
The application provides a train control method, a train control device, vehicle-mounted equipment and a computer-readable storage medium, wherein the method is applied to the vehicle-mounted equipment, the vehicle-mounted equipment is installed on a target train, and the method comprises the following steps: receiving train running plan data sent by a train monitoring system, wherein the running plan data comprises shift data and operation line data; judging whether the train running plan data is complete or not; and if the train running plan data is complete data, controlling the target train to run according to the shift data and the operation line data.
Description
Technical Field
The application relates to the technical field of train control, in particular to a train control method, a train control device, vehicle-mounted equipment and a computer readable storage medium.
Background
In a conventional Train operation mode CBTC (Communication Based Train Control) architecture, operation planning management of a Train is implemented by an ATS (Automatic Train monitoring System) System, which needs to receive a position and a state of the Train in operation management of the Train, and determines an access destination, a station stop time, and the like of the Train, so that at least two time periods are required from the state of transmission of the Train to the state of reception of a command such as a next station or a station stop time of the ATS by the ATS. Therefore, the traditional train operation control mode needs more time, and needs more data interaction in the process of controlling the train operation, so that the stability of train control is insufficient.
Disclosure of Invention
The application aims to provide a train control method, a train control device, vehicle-mounted equipment and a computer readable storage medium, which can solve the problem of insufficient stability of train control.
In a first aspect, the present invention provides a train control method applied to a vehicle-mounted device, where the vehicle-mounted device is installed on a target train, and the method includes:
receiving train running plan data sent by a train monitoring system, wherein the running plan data comprises shift data and operation line data;
judging whether the train running plan data is complete or not;
and if the train running plan data is complete data, controlling the target train to run according to the shift data and the operation line data.
In an alternative embodiment, the method further comprises:
receiving a data validation command sent by the train monitoring system;
and after the data validation command is received, executing the step of controlling the target train to run according to the shift data and the operation line data.
In an alternative embodiment, the controlling the target train to travel according to the shift data and the operation line data includes:
constructing a target driving plan of the target train according to the shift data and the operation line data;
and controlling the running of the target train according to the target running plan.
In an alternative embodiment, the method further comprises:
judging whether the received train running plan data is a new running plan or not according to the identification code in the received train running plan data;
and if the running plan corresponding to the train running plan data is a new running plan, updating the current target running plan according to the currently received train running plan data.
In an alternative embodiment, the target driving plan includes: the stop and the time corresponding to the stop, wherein the control of the running of the target train according to the target running plan comprises the following steps:
controlling the running speed of the target train on the track so that the target train stops at a stop at a time corresponding to the stop;
and controlling the target train to run away from each stop according to the time corresponding to the stop.
In an optional embodiment, the controlling the target train to move away from each stop according to the time corresponding to the stop includes:
when the target train stops at a target stop, calculating the driving-off time of the target train according to the time corresponding to the target stop;
judging whether the current time reaches the driving-off time or not;
and if the driving-off time is reached, controlling the target train to drive off the target stop station.
In an optional embodiment, before the calculating the time of the target train according to the time corresponding to the target stop, the method further includes:
judging whether the target train is in a limited interval of the current stop platform;
judging a running path where the target train falls off the target running plan;
and if the current target train is not in the limited interval of the current stop platform and the target train does not fall off the running path of the target driving plan, adjusting the position of the target train so that the target train is in the limited interval of the current stop platform.
In a second aspect, the present invention provides a train control device applied to an in-vehicle apparatus mounted on a target train, including:
the train monitoring system comprises a first receiving module, a second receiving module and a monitoring module, wherein the first receiving module is used for receiving train running plan data sent by a train monitoring system, and the train running plan data comprises shift data and operation line data;
the first judgment module is used for judging whether the train running plan data is complete or not;
and the control module is used for controlling the target train to run according to the shift data and the operation line data if the train running plan data is complete data.
In a third aspect, the present invention provides an in-vehicle apparatus comprising: a processor, a memory storing machine readable instructions executable by the processor, the machine readable instructions when executed by the processor perform the steps of the method of any of the preceding embodiments when the in-vehicle device is operated.
In a fourth aspect, the present invention provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method according to any of the preceding embodiments.
The beneficial effects of the embodiment of the application are that: the train operation is controlled by the vehicle-mounted equipment on the train, so that the interaction with other equipment in the train control process can be reduced, and the stability of the train can be improved. Further, since the interaction of the train with the ATS is reduced, the time period required to control the front of the train can also be reduced, so that the efficiency of train control can be improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained from the drawings without inventive effort.
Fig. 1 is a schematic diagram illustrating interaction between a vehicle-mounted device and other terminals according to an embodiment of the present application.
Fig. 2 is a block diagram of an electronic device according to an embodiment of the present disclosure.
Fig. 3 is a flowchart of a train control method according to an embodiment of the present application.
Fig. 4 is another flowchart of a train control method according to an embodiment of the present application.
Fig. 5 is a detailed flowchart of step 205 of the train control method according to the embodiment of the present application.
Fig. 6 is a partial flowchart of a train control method according to an embodiment of the present application.
Fig. 7 is a partial flowchart of a train control method according to an embodiment of the present application.
Fig. 8 is a functional module schematic diagram of a train control device according to an embodiment of the present application.
Detailed Description
The technical solution in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures. Meanwhile, in the description of the present application, the terms "first", "second", and the like are used only for distinguishing the description, and are not to be construed as indicating or implying relative importance.
When a train needs to make a route, the authorized state of the route is due to the fact that the ATS needs to send a route command to the trackside ZC (Zone controller) first, and then the ZC sends the authorized state to the train again, resulting in a relatively large time period required for control.
Further, when the train needs to operate over-line, because the ATS generally manages only the plan of its line control area, when the train reaches the boundary of the area, it needs to wait for the receiving route of another ATS at the receiving platform, so the ATS of the two line control areas also need to add a communication interface to communicate with each other to achieve the purpose of reviewing the platform.
Based on the above current situation, the train control method provided in the embodiment of the present application switches the route transaction body from the trackside ZC to the train-mounted device, so that plan management is performed by the train-mounted device, and the time period required for train control is reduced. This is described below by means of several examples.
Example one
To facilitate understanding of the present embodiment, first, an electronic device or an operating environment for executing the train control method disclosed in the embodiments of the present application will be described in detail.
As shown in fig. 1, the present invention is a schematic diagram of interaction between an in-vehicle device 100 and other terminals according to an embodiment of the present application.
The in-vehicle device 100 in the present embodiment is communicatively connected to one or more other terminals to perform data communication or interaction. Other terminals may illustratively be terminals involved in the train operation. For example, the other terminal may be other devices in the trackside system 200. The other terminal may also be a background service system 300 for providing a server for the train in the background.
The on-board device 100 is installed on a train for performing operations required during travel of the train or stopping of the train, for example.
As shown in fig. 2, is a block schematic diagram of an electronic device. The electronic device may include a memory 111, a memory controller 112, a processor 113. It will be understood by those skilled in the art that the structure shown in fig. 2 is merely illustrative and is not intended to limit the structure of the electronic device. For example, the electronic device may also include more or fewer components than shown in FIG. 2, or have a different configuration than shown in FIG. 2.
The in-vehicle apparatus 100 shown in fig. 1 may be implemented as the electronic apparatus shown in fig. 2. That is, the in-vehicle apparatus 100 may include components such as a memory, a memory controller, a processor, and the like shown in fig. 2. Of course, the in-vehicle apparatus 100 may also include more or less structures than those shown in fig. 2.
The above-mentioned elements of the memory 111, the memory controller 112 and the processor 113 are directly or indirectly electrically connected to each other to realize data transmission or interaction. For example, the components may be electrically connected to each other via one or more communication buses or signal lines. The processor 113 is used to execute the executable modules stored in the memory.
The Memory 111 may be, but is not limited to, a Random Access Memory (RAM), a Read Only Memory (ROM), a Programmable Read-Only Memory (PROM), an Erasable Read-Only Memory (EPROM), an electrically Erasable Read-Only Memory (EEPROM), and the like. The memory 111 is configured to store a program, and the processor 113 executes the program after receiving an execution instruction, and the method executed by the electronic device defined by the process disclosed in any embodiment of the present application may be applied to the processor 113, or implemented by the processor 113.
The processor 113 may be an integrated circuit chip having signal processing capability. The Processor 113 may be a general-purpose Processor, and includes a Central Processing Unit (CPU), a Network Processor (NP), and the like; the Integrated Circuit may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component. The various methods, steps, and logic blocks disclosed in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The vehicle-mounted device 100 in the present embodiment may be configured to execute each step in each method provided in the embodiments of the present application. The following describes in detail the implementation of the train control method by means of several embodiments.
Example two
Please refer to fig. 3, which is a flowchart of a train control method according to an embodiment of the present application. The train control method provided by the embodiment can be applied to the vehicle-mounted equipment which is installed on the target train. The specific flow shown in fig. 3 will be described in detail below.
In this embodiment, the train travel plan data includes shift data and operation line data.
The shift data comprises a one-day driving plan of the target train. Illustratively, the shift data includes the stations at which the target train needs to stop, and all arrival and departure times of the day, as well as the path taken by the target train.
The line data may include the stations that need to be stopped and the paths taken.
In this embodiment, before the target train implements the operation plan of one day, the shift data and the operation line data sent from the ATS may be received and stored locally.
Optionally, after receiving the complete train running plan data sent by the train monitoring system, the vehicle-mounted device may send, to the train monitoring system, identification information of the shift and/or the operation line corresponding to the received train running plan data. The identification information may include information such as an ID (Identity document), a version number, and the like.
And step 203, judging whether the train running plan data is complete.
If the train running plan data is complete data, step 203 is executed.
Optionally, the train running plan data is complete data, or may be stored in the vehicle-mounted device first, and waits for a data validation command. Illustratively, as shown in fig. 4, the train control method may further include: and 204, receiving a data validation command sent by the train monitoring system.
After the data validation command is received and the train movement plan data is complete data, step 205 may be executed.
And step 205, controlling the target train to run according to the shift data and the operation line data.
In one embodiment, as shown in fig. 5, step 205 may include step 2051 and step 2052.
And step 2051, constructing a target driving plan of the target train according to the shift data and the operation line data.
Illustratively, the target driving plan may include: and (4) stopping stations and corresponding time of the stopping stations. The time corresponding to the stop may include the time when the target train arrives at the stop, the time when the target train departs from the stop, the stop time of the target train at the stop, and the like.
And step 2052, controlling the running of the target train according to the target running plan.
Alternatively, the on-board device may initiate the target train departure at a time when the target train departs from the stop point. Alternatively, the on-board device may control the target train to stop at the stopping point at the time when the target train reaches the stopping point.
In one embodiment, the above-mentioned controlling the target train to move away from each of the stops according to the time corresponding to the stop may include the following steps.
Step a, when the target train stops at a target stop station, calculating the driving-off time of the target train according to the time corresponding to the target stop station.
For example, the time for the target train to leave may be calculated according to the time for the target train to stop at a target stop and the required stop time for the target stop.
When the train arrives at the aligned stop, the vehicle-mounted equipment can calculate the actual driving-away time according to the time corresponding to the target stop in the shift data.
In one embodiment, if the actual arrival time of the target train at the target stop is later than the arrival time at the target stop in the shift data, and the planned departure time from the target stop is greater than or equal to the minimum stop time, the departure time of the target train may be the planned departure time of the target train at the target stop. For example, if the planned departure time of the target train at the target stop is Te, the departure time of the target train may be Te.
In another embodiment, the travel-off time of the target train may be the sum of the actual arrival time and the minimum stop time if the actual arrival time of the target train at the target stop is later than the arrival time at the target stop in the shift data and the planned travel-off time from the actual arrival time to the planned travel-off target is less than the minimum stop time. For example, the actual arrival time may be the T1 time point, the minimum stop time is T1, and the departure time of the target train may be T1+ T1.
In another embodiment, if the actual arrival time of the target train at the target stop is earlier than the arrival time at the target stop in the shift data, and the planned departure time from the target stop is greater than the maximum stop time, the departure time of the target train may be the sum of the actual arrival time and the minimum stop time. For example, the actual arrival time may be the T1 time point, the maximum stop time is T2, and the departure time of the target train may be T1+ T2.
In another embodiment, the travel-off time of the target train may be the planned travel-off time of the target train at the target stop if the actual arrival time of the target train at the target stop is earlier than the arrival time of the target train at the target stop in the shift data and the planned travel-off time of the target train from the actual arrival time to the planned travel-off time is less than or equal to the maximum stop time. For example, if the planned departure time of the target train at the target stop is Te, the departure time of the target train may be Te.
Through the above modes, the determined driving-off time of the target train can be closer to the planned driving-off time under the condition that the parking requirement of the train is met.
And b, judging whether the current time reaches the driving-off time.
And c, if the driving-off time is reached, executing the step c.
And c, controlling the target train to drive away from the target stop.
In order to facilitate getting on of the train by a user, the parking position of the target train can be calibrated before the target train stops at a stopping point or before the target train opens a door.
Optionally, as shown in fig. 6, the train control method may further include steps 206 to 208.
The defined interval may be an interval in which the target train is located. For example, the length of the defined interval may be the length of the target train.
And step 207, judging the running path of the target train where the target running plan falls off.
If the current target train is not within the limited interval of the current stop platform and the target train does not fall off the driving path of the target driving plan, step 208 is executed.
And 208, adjusting the position of the target train so that the target train is within the limited interval of the current stop platform.
In order to adapt to various changes of different train controls, the train running plan data can be refreshed periodically to determine whether the updated running plan exists, and the train control method can further comprise a step 209 and a step 210 as shown in fig. 7.
Step 209 judges whether the received train running plan data is a new running plan based on the identification code in the received train running plan data.
If the driving schedule corresponding to the train driving schedule data is a new driving schedule, step 207 is executed.
For example, the identification code may be a version number of the received train travel plan data. This version number is used to uniquely indicate a train travel plan.
Optionally, whether new train running plan data is received or not may be checked according to a set time rule, and if the new train running plan data is received, the target running plan of the target train may be updated to meet running requirements of the target train in different time periods.
Alternatively, the set time law may be once per day, once per week, once every twelve hours, or the like.
And step 210, updating the current target driving plan according to the currently received train driving plan data.
For example, a new target driving plan may be constructed from the currently received train driving plan data.
In this embodiment, in order to enable the train to more accurately reach each stop, the arrival time of the target train may be preferentially adjusted in the control of the travel of the target train. Optionally, the train monitoring system may be alerted by the adjustment of the target train passing through one or more stops that fails to achieve the waypoint arrival at the stop or the waypoint departure from the stop.
Alternatively, after the train monitoring system receives the alarm of the on-board device, the train monitoring system may control the running of the target train.
According to the method, by monitoring the stop time, when the control of the vehicle-mounted equipment of the target train does not meet the stop time, the train can be controlled by the train monitoring system, so that the stop error of the target train can be reduced, and the accuracy of train control is improved.
Optionally, if the target train adopts a manual route, the vehicle-mounted device may trigger the short route in a single segment through the intermediate passing station according to the route and the destination of the route, and perform the stop jump on the intermediate station.
Optionally, when the target train needs to be operated in a cross-line mode, after the vehicle-mounted device receives the full-line field data sent by any one ATS, the vehicle-mounted device can autonomously complete all operation plans.
Further, when the target train operates in an overline mode, the vehicle-mounted equipment communicates with the ATS, and commands of the ATS in a line control area where the train head is located are executed. And after the vehicle-mounted equipment judges that the minimum safe rear end of the train crosses the ATS boundary point, the vehicle-mounted equipment of the target train is disconnected from the ATS. The on-board equipment needs to communicate normally with the ATS where the locomotive of the target train is located. When a train is about to enter a certain ATS line control area and the train head already enters a communication range defined by the external boundary of the ATS, the vehicle-mounted equipment needs to establish communication with the ATS to ensure that the train can normally communicate when entering.
According to the train control method provided by the embodiment of the application, the train operation is controlled through the vehicle-mounted equipment on the train, the interaction with other equipment in the train control process can be reduced, and the stability of the train can be improved. Further, since the interaction of the train with the ATS is reduced, the time period required to control the front of the train can also be reduced, so that the efficiency of train control can be improved.
In this embodiment, after the target train receives the train running plan data and the data validation command, the running control of the target train may not need the assistance of the ATS, and the ATS only needs to display the information sent by the vehicle-mounted device to the dispatcher. Thereby, the stability of the train running control can be improved, and the efficiency of the train running control can be improved.
EXAMPLE III
Based on the same application concept, a train control device corresponding to the train control method is further provided in the embodiment of the present application, and as the principle of solving the problem of the device in the embodiment of the present application is similar to that in the embodiment of the train control method, the implementation of the device in the embodiment of the present application can refer to the description in the embodiment of the method, and repeated details are not repeated.
Please refer to fig. 8, which is a schematic diagram of functional modules of a train control device according to an embodiment of the present application. Each module in the train control device in this embodiment is configured to perform each step in the above-described method embodiment. The train control device includes: a first receiving module 301, a first judging module 302 and a control module 303; wherein each of the above modules may be as follows.
The first receiving module 301 is configured to receive train running plan data sent by a train monitoring system, where the train running plan data includes shift data and operation line data.
A first judging module 302, configured to judge whether the train running plan data is complete.
And the control module 303 is configured to control the target train to run according to the shift data and the operation line data if the train running plan data is complete data.
In a possible implementation manner, the train control device provided in an embodiment of the present application further includes:
and the second receiving module is used for receiving the data validation command sent by the train monitoring system.
In this embodiment, the control module 303 is called to execute after the second receiving module.
In one possible embodiment, the control module 303 is configured to:
constructing a target driving plan of the target train according to the shift data and the operation line data;
and controlling the running of the target train according to the target running plan.
In a possible implementation manner, the train control device provided in an embodiment of the present application further includes:
the second judgment module is used for judging whether the received train running plan data is a new running plan or not according to the identification code in the received train running plan data;
and the updating module is used for updating the current target driving plan according to the currently received train running plan data if the driving plan corresponding to the train running plan data is a new driving plan.
In one possible embodiment, the target driving plan includes: the stop, the time corresponding to the stop, and the control module 303 are configured to:
controlling the running speed of the target train on the track so that the target train stops at a stop at a time corresponding to the stop;
and controlling the target train to run away from each stop according to the time corresponding to the stop.
In one possible embodiment, the control module 303 is configured to:
when the target train stops at a target stop, calculating the driving-off time of the target train according to the time corresponding to the target stop;
judging whether the current time reaches the driving-off time or not;
and if the driving-off time is reached, controlling the target train to drive off the target stop station.
In a possible implementation manner, the train control device provided in an embodiment of the present application further includes:
the third judging module is used for judging whether the target train is in the limited interval of the current stop platform;
the fourth judgment module is used for judging the running path of the target train where the target running plan falls off;
and the adjusting module is used for adjusting the position of the target train if the current target train is not in the limited interval of the current stop platform and the target train does not fall off the running path of the target running plan so as to enable the target train to be in the limited interval of the current stop platform.
In addition, an embodiment of the present application further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the computer program performs the steps of the train control method in the foregoing method embodiment.
The computer program product of the train control method provided in the embodiment of the present application includes a computer-readable storage medium storing a program code, where instructions included in the program code may be used to execute the steps of the train control method in the above method embodiment, which may be specifically referred to in the above method embodiment, and are not described herein again.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method can be implemented in other ways. The apparatus embodiments described above are merely illustrative, and for example, the flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, functional modules in the embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes. It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A train control method is applied to an on-board device installed on a target train, and includes:
receiving train running plan data sent by a train monitoring system, wherein the train running plan data comprises shift data and operation line data;
judging whether the train running plan data is complete or not;
and if the train running plan data is complete data, controlling the target train to run according to the shift data and the operation line data.
2. The method of claim 1, further comprising:
receiving a data validation command sent by the train monitoring system;
and after the data validation command is received, executing the step of controlling the target train to run according to the shift data and the operation line data.
3. The method of claim 1, wherein said controlling said target train to travel based on said shift data and said line of travel data comprises:
constructing a target driving plan of the target train according to the shift data and the operation line data;
and controlling the running of the target train according to the target running plan.
4. The method of claim 3, further comprising:
judging whether the received train running plan data is a new running plan or not according to the identification code in the received train running plan data;
and if the running plan corresponding to the train running plan data is a new running plan, updating the current target running plan according to the currently received train running plan data.
5. The method of claim 3, wherein the target driving plan comprises: the stop and the time corresponding to the stop, wherein the control of the running of the target train according to the target running plan comprises the following steps:
controlling the running speed of the target train on the track so that the target train stops at a stop at a time corresponding to the stop;
and controlling the target train to run away from each stop according to the time corresponding to the stop.
6. The method of claim 5, wherein the controlling the target train to move away from each stop according to the time corresponding to the stop comprises:
when the target train stops at a target stop, calculating the driving-off time of the target train according to the time corresponding to the target stop;
judging whether the current time reaches the driving-off time or not;
and if the driving-off time is reached, controlling the target train to drive off the target stop station.
7. The method of claim 6, further comprising, prior to said calculating a time of departure for said target train from a time corresponding to said target stop:
judging whether the target train is in a limited interval of the current stop platform;
judging a running path where the target train falls off the target running plan;
and if the current target train is not in the limited interval of the current stop platform and the target train does not fall off the running path of the target driving plan, adjusting the position of the target train so that the target train is in the limited interval of the current stop platform.
8. A train control device, applied to an in-vehicle apparatus installed on a target train, comprising:
the train monitoring system comprises a first receiving module, a second receiving module and a monitoring module, wherein the first receiving module is used for receiving train running plan data sent by a train monitoring system, and the train running plan data comprises shift data and operation line data;
the first judgment module is used for judging whether the train running plan data is complete or not;
and the control module is used for controlling the target train to run according to the shift data and the operation line data if the train running plan data is complete data.
9. An in-vehicle apparatus, characterized by comprising: a processor, a memory storing machine-readable instructions executable by the processor, the machine-readable instructions when executed by the processor performing the steps of the method of any of claims 1 to 7 when the in-vehicle device is operated.
10. A computer-readable storage medium, having stored thereon a computer program which, when being executed by a processor, is adapted to carry out the steps of the method according to any one of claims 1 to 7.
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