CN114407977B

CN114407977B - Control method, control system and storage medium for train and regional controller

Info

Publication number: CN114407977B
Application number: CN202210047305.2A
Authority: CN
Inventors: 陈彬
Original assignee: Siemens Mobility Technologies Beijing Co Ltd
Current assignee: Siemens Mobility Technologies Beijing Co Ltd
Priority date: 2022-01-17
Filing date: 2022-01-17
Publication date: 2023-07-28
Anticipated expiration: 2042-01-17
Also published as: CN114407977A

Abstract

The invention relates to the technical field of rail transit, in particular to a control method, a control system and a storage medium of a train and area controller. The method comprises the following steps: after receiving (S11) a first movement authorization from a zone controller (13) and a communication address of a front train (12), establishing a communication connection with the front train (12) and acquiring an operation parameter of the front train (12) to control (S14) the train (11) to travel in a manner maintaining a safe distance from the front train (12); -controlling the train (11) to run within the range of the second movement authority indication when a second movement authority is received from the zone controller (13) and a type indication indicating that the second movement authority is generated based on other factors than the preceding train (12). Therefore, the rail running efficiency is improved on the premise of ensuring the safe running of the train (11).

Description

Control method, control system and storage medium for train and regional controller

Technical Field

The invention relates to the technical field of rail transit, in particular to a control method, a control system and a storage medium of a train and area controller.

Background

In a communication-based train control (CBTC, communication Based Train Control) system, the train periodically reports its location to a Zone Controller (ZC) which, in combination with information such as the status of the interlock route of a computer interlock (CI, computer Interlocking) subsystem, periodically calculates and assigns a movement authority (MA, movement Authority) to the train. The movement authority indicates the range of the track route between the tail of the train and the front stopping point, and only the train with the running permission can run on the track route within the effective time of the movement authority.

And traversing the equipment state information on the route during the calculation of the movement authorization, finding out an obstacle on the train route, and integrating the train position, the line equipment information and the route information so as to calculate the movement authorization for the train. The obstacles in front of the train include static obstacles such as a turnout in a fault state on a forward road, a train route end point, a track in a fault state, a signal in a fault state and the like, and dynamic obstacles such as a train in front of the route.

Under the condition of moving blocking, no fixed obstacle exists between the train and the train in front of the train, and the train tracks the running of the train in front, and at the moment, the movement authorization of the train is generated based on the train in front. Specifically, the distance that the train operated by the emergency braking after the uncontrolled acceleration at the current speed is added to a protection distance behind the front train is the moving block zone, the train cannot pass through the moving block zone in the current operation state, and the moving block zone is adjusted in real time along with the speed of the train and the position change of the front train.

Under the condition of mobile blocking, the generation of the mobile authorization needs to be based on the position reported to the regional controller periodically by the front train, and the rear train has time interval when the rear train receives the mobile authorization and the front train reports the position thereof, so that the mobile authorization has hysteresis for the rear train, and the actual running interval between the two trains is much larger than the required safety distance when the trains are tracked, thereby limiting the running efficiency of the railway line.

Disclosure of Invention

In view of this, the present invention provides a control method, a control system and a storage medium for a train and an area controller, which aims to reduce the actual running interval between the train in the tracking mode and the preceding train on the premise of ensuring the safe running of the train, so as to improve the running efficiency of the track line.

In a first aspect, in an embodiment of a control method of a train provided by the present invention, the control method includes: receiving a first movement authorization from the zone controller and a communication address of a lead train; establishing a communication connection with the front train based on the communication address, and acquiring operation parameters of the front train based on the communication connection; controlling the train to travel in a manner of keeping a safe distance from the front train based on the operation parameters of the front train, and allowing the train to travel beyond the range of the first movement authorization indication; and if a second movement authorization and a type indication indicating that the second movement authorization is generated based on other factors except the front train are received from the area controller during the communication connection between the train and the front train, disconnecting the communication connection with the front train and controlling the train to run in the range of the second movement authorization indication.

In an exemplary embodiment, when the present train recognizes that the message information sent by the area controller includes the first movement authorization and the communication address of the other trains except the present train, the present train may determine that the first movement authorization is generated based on the position of the preceding train, and the communication address is the communication address of the preceding train, where the train is in the train tracking mode.

When the communication connection between the train and the front train is established based on the communication address, a communication connection request can be directly sent to the front train according to the communication address, and the communication connection between the train and the front train can be established after the front train receives the communication connection request. In addition, the regional controller can inform the communication address or name of the train to the front train in a message form, and the front train only allows the train to establish communication connection with the regional controller when the front train is checked to receive the communication connection request of the train and confirms that the communication address or name of the train is consistent with the communication address or name of the train informed by the regional controller.

The operating parameters of the train may include current position, speed of travel, acceleration, tractive effort, braking effort, etc. When the present train is controlled to travel in a manner of keeping a safe distance from the preceding train, the safe distance can be determined according to the positions and the operation parameters of the preceding train and the present train. Specifically, the present train can determine its own traveling speed and acceleration accordingly according to the current position, traveling speed and acceleration of the preceding train, so as to shorten the actual distance from the preceding train and keep the actual distance within the safe distance range. Meanwhile, as the traction and braking force of the train have influence on the running speed and acceleration of the train, the train can also regulate the traction and braking force of the train by referring to the traction and braking force of the train in front. In this way, the object of keeping the actual distance between the present train and the preceding train within the safe distance range by controlling the operation parameters of the present train can be made easier to achieve.

Compared with the mode that the regional controller receives the position information of the front train and then sends the movement authorization generated based on the position information of the front train to the train, when the train is controlled to travel in a mode of keeping a safe distance with the front train based on the operation parameters of the front train, the hysteresis of the movement authorization is overcome, and meanwhile, the limitation of the range indicated by the first movement authorization can be avoided, so that the actual distance between the train and the front train is kept within the safe distance range, the actual distance is not too large, and meanwhile, the operation efficiency of a track line is improved.

In the case where the second movement authority is generated based on other factors than the preceding train in this embodiment, the other factors may be a switch on the preceding route, a train route end point, a track in a failure state, an annunciator in a failure state, or the like. When the train receives an indication that the second movement authority is based on a type generated by other factors than the preceding train, it is indicated that the train is no longer in the train tracking mode, at which point the train needs to operate in the range permitted by the second movement authority. Therefore, the actual distance between the train and the front train can be reduced by controlling the train according to the operation parameters of the front train in the train tracking mode, and the train can still be kept within the safe distance range with the front train according to the second movement authorization after the train exits from the train tracking mode. In this way, it is also advantageous for the train to determine whether it can travel according to the operation parameters of the preceding train to improve the track operation efficiency, and whether it must travel within the range of the second movement authority indication to ensure safe travel.

In a preferred implementation manner of the control method provided in the foregoing embodiment, during the period in which the train is in communication connection with the front train, the method further includes: receiving status information of a trackside element from the zone controller; wherein the status information of the trackside element at least comprises status information of trackside elements related to movement authority of the train and movement authority of the preceding train; and controlling the train to travel in a mode of keeping a safe distance with the front train according to the prompt information of the state information of the trackside element for indicating the front train to decelerate or stop.

Illustratively, when the train tracks the front train, the actual running distance between the train and the front train can be optimized by controlling the running of the train according to the running parameters of the front train. Meanwhile, in the actual running process of the train, the running state of the train is also influenced by state information of the trackside elements and the like. The state information of the trackside elements comprises turnout state, temporary speed limiting information, platform door state, signal machine state and the like, wherein the temporary speed limiting information is a speed limiting command dynamically sent by a train control center according to operation requirements. In one embodiment, the range of status information for the trackside element may include status information for the trackside element between the present train and a configured distance forward of the movement authorization protection point of the lead train. The configuration distance is a certain distance from the end point of the movement authority of the front train, and the configuration distance can be a fixed value or a value dynamically determined according to the operation parameters of the front train.

Because the regional controller knows the position of the front train to generate the movement authorization with certain hysteresis, before the regional controller generates the movement authorization according to the state information of the trackside elements, the regional controller can firstly send the state information of the trackside elements to the train, and the train can carry out real-time judgment according to the state information of the trackside elements so as to control the running state of the train more safely and reliably. In one exemplary scenario, the zone controller gives a movement authorization based on the status of a certain trackside element, but because the movement authorization has hysteresis, the train may already have passed the trackside element, and the running transition status of the train is not actually affected by the trackside element. It can be seen from this that the running state of the train can be determined more accurately and reliably in combination with the state information of the trackside elements. Meanwhile, in the embodiment, the train can also know the state information of the trackside elements related to the movement authorization of the front train, and when the front train needs to be decelerated or parked, the train can take measures in advance, so that the running of the train is safer.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the control method further includes: and when the train is in communication connection with the front train and the operation parameters of the front train are not received within the preset time, the communication connection with the front train is disconnected, and the train is operated within the latest movement authorization range sent by the area controller. In this embodiment, when the present train does not receive the operation parameters transmitted from the preceding train within the preset time, the safe running of the present train can still be ensured.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: and when the train keeps communication connection with the front train, if the running direction or the line of the train is adjusted, the communication connection with the front train is disconnected, and the train is made to run in the latest movement authorization range sent by the area controller. In this embodiment, since the train actively changes its running direction or route, the train no longer tracks the running of the preceding train, and no longer needs to receive the running parameter information of the preceding train, and at this time, the running of the train needs to be ensured according to the latest movement authorization.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: if the train receives new movement authorization from the area controller and communication addresses of other trains different from the communication address of the front train during the communication connection between the train and the front train; the communication connection with the preceding train is disconnected and a communication connection with the corresponding train is established based on the communication addresses of the other trains. In this embodiment, when a new movement authorization is generated based on other preceding trains, the own train can timely disconnect the communication connection with the old preceding train and establish the communication connection with the new preceding train, so as to ensure safe running of the own train.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: and after the communication connection between the train and the front train is established, if the communication connection between the train and the front train is interrupted accidentally, controlling the train to run in the latest movement authorization range sent by the area controller. In this embodiment, in the event of an unexpected interruption in the communication connection between the train and the preceding train, safe travel of the own train can still be ensured in accordance with the latest movement authority travel.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: continuously receiving a third movement grant from the zone controller during the time the train is in communication connection with the lead train, and indicating that the third movement grant is a type indication generated based on the lead train; controlling the train to travel in a manner of maintaining a safe distance from the front train based on the operation parameters of the front train, and allowing the train to travel beyond the range of the third movement authority indication. As can be seen from this embodiment, after the train has established a communication connection with its preceding train, the communication of the train with the preceding train has not required the communication address of the preceding train, but only the zone controller has to tell that this third movement authorization has been generated on the basis of the preceding train. Therefore, the method is beneficial to reducing the information quantity of the message sent by the area controller and improving the efficiency of sending the message information.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: acquiring a time stamp carried by the front train when the front train transmits the operation parameters; and the step of controlling the train to travel at a safe distance from the lead train further comprises: and correcting the operation parameter received from the front train based on the time stamp, and controlling the train to travel in a manner of maintaining a safe distance from the front train based on the corrected operation parameter of the front train.

And correcting the operation parameters received from the front train based on the time stamp. For example, for the situation that the running parameter information sent by the front train is possibly delayed, in order to better keep the actual distance between the front train and the front train within the safe distance range, the current position of the front train can be corrected according to the timestamp and the time when the running parameter information of the front train is received by the front train in combination with the running speed and the acceleration of the front train, and the actual distance between the front train and the front train can be more accurately determined, so that the running parameter of the front train can be better controlled, and the actual distance between the front train and the front train can be kept within the safe distance range.

In a preferred implementation manner of the control method provided in the foregoing embodiment, during the period in which the train is in communication connection with the front train, the method further includes: and when receiving the information sent by the area controller and used for indicating the emergency braking of the front train, the area controller also controls the train to travel in a mode of keeping a safe distance from the front train. In the embodiment, the train can know the emergency braking information of the front train in advance and make preparation for deceleration in advance so as to improve the running safety and stability of the train.

In a second aspect, in one embodiment of the control system of the train provided by the present invention, the control system includes: the receiving module is used for receiving the first movement authorization from the area controller and the communication address of a front train; the connection establishment module is used for establishing communication connection with the front train based on the communication address; the acquisition module is used for acquiring the operation parameters of the front train based on the communication connection; a control module for controlling the train to travel in a manner of maintaining a safe distance from the front train based on the operation parameter of the front train and allowing the train to travel beyond the range of the first movement authority indication; and the disconnection module is used for disconnecting the communication connection with the front train when the receiving module receives a second movement authorization and a type indication indicating that the second movement authorization is generated based on other factors except the front train from the area controller during the communication connection between the train and the front train, and the control module is also used for controlling the train to run within the range of the second movement authorization indication.

In a preferred implementation of the control system provided in the foregoing embodiment, during the period in which the train is in communication connection with the front train, the control system further includes: the receiving module is also used for receiving state information of the trackside elements from the area controller; wherein the status information of the trackside element at least comprises status information of trackside elements related to movement authority of the train and movement authority of the preceding train; the control module is also used for controlling the train to travel in a mode of keeping a safe distance with the front train according to the prompt information of the state information of the trackside element for indicating the front train to decelerate or stop.

In a preferred implementation manner of the control system provided in the foregoing embodiment, if the receiving module does not receive the operation parameter of the front train within a preset time during the period that the train is in communication connection with the front train, the disconnection module is further configured to disconnect the communication connection with the front train, and the control module is further configured to control the train to operate within the latest movement authorization range sent by the area controller; or during the period that the train keeps communication connection with the front train, if the train adjusts the running direction or the line, the disconnection module is further used for disconnecting the communication connection with the front train, and the control module is further used for controlling the train to run in the latest movement authorization range sent by the area controller; or, if the receiving module receives a new movement authorization from the area controller and a communication address of another train different from the communication address of the preceding train during the communication connection between the train and the preceding train; the disconnection module is further used for disconnecting communication connection with the front train, and the connection establishment module is further used for establishing communication connection with the corresponding train based on the communication addresses of the other trains; or after the communication connection between the train and the front train is established, if the communication connection between the train and the front train is interrupted accidentally, the control module is further used for controlling the train to run in the latest movement authorization range sent by the area controller.

In a preferred implementation of the control system provided in the foregoing embodiment, the receiving module is further configured to continuously receive a third movement grant from the zone controller during a period in which the train is in communication with the lead train, and indicate that the third movement grant is a type indication generated based on the lead train; the control module is further configured to control the train to travel in a manner that maintains a safe distance from the lead train based on the operating parameters of the lead train and to allow the train to travel beyond the range of the third movement authority indication.

In a preferred implementation manner of the control system provided in the foregoing embodiment, the obtaining module is further configured to obtain a timestamp carried when the front train sends an operation parameter of the front train; and further comprising a correction module for correcting the operating parameters received from the front train (12) based on the time stamp, so that the control module (24) controls the train (11) to travel in a manner maintaining a safe distance from the front train (12) based on the corrected operating parameters of the front train (12).

In a third aspect, in an embodiment of a method for controlling a zone controller provided by the present invention, the method includes: after a first movement authorization of a train is generated based on a front train, sending the first movement authorization and a communication address of the front train to the train so that the train can establish communication connection with the front train based on the communication address; after a second movement authorization generated based on other factors than the preceding train, the second movement authorization and type indication information indicating that the second movement authorization is generated based on other factors are transmitted to the train.

In this embodiment, when the area controller generates the first movement authorization based on the front train, it can also determine that the own train is tracking the front train, and at this time, the communication address of the front train may be sent to the own train, so that the own train may establish a communication connection with the front train, and obtain the operation parameter of the front train based on the communication connection, and further control the own train according to the operation parameter of the front train, so as to improve the safety and the operation efficiency of the own train. Meanwhile, when the train is not in the tracking mode, the regional controller also informs the train of type indication information generated by the second movement authority based on other factors, and the train can only travel within the range indicated by the second movement authority. In this way, it is also advantageous for the train to determine whether it can travel according to the operation parameters of the preceding train to improve the track operation efficiency, and whether it must travel within the range of the second movement authority indication to ensure safe travel.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: after a first movement authorization generated based on the position of a front train and a communication address of the front train are sent to the train, a third movement authorization generated based on the front train and type indication information indicating that the third movement authorization is generated based on the front train are continuously sent to the train.

In this embodiment, after the train establishes a communication connection with its preceding train, the communication address of the preceding train is not already required in the communication process between the train and the preceding train, and only the area controller needs to inform that the third movement authorization is generated based on the preceding train. Therefore, the method is beneficial to reducing the information quantity of the message sent by the area controller and improving the efficiency of sending the message information.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: transmitting status information of a trackside element to the train when transmitting a third movement authorization to the train and indicating that the third movement authorization is type indication information generated based on the preceding train; wherein the status information of the trackside element at least comprises status information of trackside elements related to movement authority of the train and movement authority of the preceding train; or when a third movement authorization and type indication information indicating that the third movement authorization is generated based on the front train are sent to the train, information indicating emergency braking of the front train is also sent to the front train and the train.

In this embodiment, since the area controller knows the position of the front train to generate the movement authorization with a certain hysteresis, the area controller can send the state information of the trackside element to the train before generating the movement authorization according to the state information of the trackside element, so that the train can perform real-time judgment according to the state information of the trackside element and ensure safe and efficient operation. Meanwhile, in the embodiment, the state information of the trackside elements related to the movement authorization of the front train is sent to the train, so that the train can take measures in advance when the front train needs to be decelerated or parked, and the running of the train is safer. In addition, the information indicating the emergency braking of the front train is sent to the front train and the front train, so that the train can be prepared for deceleration in advance, and the running safety and stability of the train are improved.

In a fourth aspect, in an embodiment of a computer readable storage medium provided by the present invention, the storage medium stores computer instructions, where the computer instructions, when executed by a processor, cause the processor to perform the control method according to any one of the embodiments of the first aspect.

Drawings

The above and other features and advantages of the present invention will become more apparent to those of ordinary skill in the art by describing in detail preferred embodiments thereof with reference to the attached drawings in which:

FIG. 1 is a schematic diagram of a train tracking a front train traveling in accordance with one embodiment of the present invention;

fig. 2 is a schematic flow chart of a control method of a train provided by the invention;

fig. 3 is a schematic diagram of a control process in steps S1 to S4 in the control method of the train provided by the present invention;

fig. 4 is a schematic diagram of a control process of the present train in the case of emergency braking of a front train provided by the present invention;

fig. 5 is a schematic diagram of a control system of a train provided by the invention.

Wherein, the reference numerals are as follows:

s11: receiving a first movement authorization from the zone controller and a communication address of a lead train;

s12: establishing a communication connection with the lead train based on the communication address;

s13: acquiring operation parameters of a front train based on the communication connection;

s14: controlling the train to travel in a manner of keeping a safe distance from the front train based on the operation parameters of the front train, and allowing the train to travel beyond the range of the first movement authorization indication;

S15: if, during the time the train remains in communication with the lead train, a second movement authority is received from the zone controller along with a type indication indicating that the second movement authority is generated based on factors other than the lead train, the communication connection with the lead train is disconnected and the train is controlled to operate within the range of the second movement authority indication.

11-train 12-front train 13-zone controller

14-annunciator 15-turnout 16-third train

21-receiving module 22-establishing connection module 23-obtaining module

24 control module 25 disconnect module 26 correction module

Range of movement authority for MA 1-train MA 2-range of movement authority for front train

Range D-configuration distance of state information of OE-trackside elements

Detailed Description

The present invention will be further described in detail with reference to the following examples, in order to make the objects, technical solutions and advantages of the present invention more apparent.

A communication-based train control (CBTC, communication Based Train Control) system consists of CBTC ground equipment and CBTC on-board equipment. The automatic train protection (ATP, automatic Train Protection) system is a subsystem of the automatic train control (ATC, automatic Train Control) system that functions to ensure that the train operating speed does not exceed the target speed. The Zone Controller (ZC) subsystem is a trackside part of the ATP system, is also ground core control equipment in the CBTC system, and is a hub for information interaction of the ground vehicle. The interlocking system is used for realizing interlocking relation, establishing a route, controlling the conversion of the turnout, opening the annunciator and unlocking the route so as to ensure the safety of the train.

The regional controller is mainly responsible for calculating and generating movement authorization (MA, movement Authority) for the train in the control range according to the position information reported by the communication train and the track occupation/idle information provided by the access and trackside equipment arranged by the interlocking system, so as to ensure the safe operation of the communication train in the control region. In the case of multiple simultaneous trains on the line, the trains need to be separated from each other, each section of area belonging to each train is an occlusion, and each train occlusion dynamically changes with the movement of the train, and the occlusion form is called as a moving occlusion.

In a conventional control method of a train, when a movement authority range of an operating train is affected by only a "movement blocking" of a front train, a zone controller needs to acquire position information of the front train according to a VOBC of the front train, and a ZC calculates a movement authority range of a rear train according to a position of the front train and transmits the movement authority range to the VOBC of the rear train, resulting in a certain hysteresis of movement authority received by the rear train.

In view of this, the present embodiment proposes a method, a system and a storage medium for train control, which aims to reduce the actual running interval between two trains in a train tracking mode to improve the running efficiency of a track line.

As shown in fig. 1, a train 11 and a front train 12 run simultaneously on a track, along with a traffic signal 14 and a switch 15 and a zone controller 13. The own train 11 and the preceding train 12 periodically report their positions to the zone controller 13, and the zone controller 13 periodically transmits message information including movement authority to the own train 11 and the preceding train 12 based on the interlock information and the positions of the trains. As shown in fig. 1, the range of the movement authority generated by the zone controller based on the preceding train 12 to the present train 11 is MA1, and the range of the movement authority generated by the zone controller based on the third train 16 to the preceding train 12 is MA2. When the present train 11 tracks the front train 12 to run, the regional controller 13 also transmits the status information of the trackside elements to the present train 11 in the form of a message, where the status information of the trackside elements includes a turnout status, temporary speed limit information, a platform door status, a signal machine status, and the like, and the temporary speed limit information is a speed limit command dynamically transmitted by the train control center according to operation requirements. The range OE of status information for the trackside element may include a configuration distance D between the present train 11 and a location forward of the movement authorization fence point of the lead train 12. At this time, the range OE of the status information of the trackside element received by the own train 11 includes the movement authority range MA1 of the own train 11, the range between the guard point of the movement authority range MA1 of the own train 11 and the guard point of the movement authority range MA2 of the preceding train 12, and the range of the arrangement distance D before the guard point of the movement authority range MA2 of the preceding train 12. The arrangement distance D is a distance set to ensure safer running of the train.

In view of this, the present embodiment proposes a control method, a control system and a storage medium for the train 11 and the zone controller 13, which aims to reduce the actual running interval between the train 11 in the tracking mode and the preceding train 12 on the premise of ensuring safe running of the train 11, so as to improve the running efficiency of the track line.

In a first aspect, this embodiment provides a control method of a train, as shown in fig. 2, including:

s11, receiving a first movement authorization from the area controller 13 and a communication address of a front train 12;

s12, establishing communication connection with the front train 12 based on the communication address;

s13, acquiring operation parameters of the front train 12 based on communication connection;

s14, based on the operation parameters of the front train 12, controlling the train 11 to travel in a manner of keeping a safe distance from the front train 12, and allowing the train 11 to travel beyond the range of the first movement authorization indication;

s15, if the second movement authority and the type instruction indicating that the second movement authority is generated based on the factors other than the front train 12 are received from the zone controller 13 while the train 11 is in communication connection with the front train 12, the communication connection with the front train 12 is disconnected and the train 11 is controlled to operate within the range of the second movement authority instruction.

For example, referring to fig. 1, when the present train 11 recognizes that the message information sent by the zone controller 13 includes the first movement authorization and the communication address of the other trains except the present train 11, the present train 11 may determine that the first movement authorization is generated based on the position of the front train 12 according to the first movement authorization, and the communication address is the communication address of the front train 12, and at this time, the train 11 tracks the front train 12 to run. Meanwhile, in another alternative embodiment, in step S11, a type indication indicating that the first movement authority is generated based on the preceding train (12) may also be received from the zone controller 13 at the same time, and when the train (11) checks the type indication, step S12 is performed again.

When the own train 11 establishes a communication connection with the front train 12 based on the communication address, a communication connection request may be directly issued to the front train 12 according to the communication address, and the own train 11 may establish a communication connection with the front train 12 after the front train 12 receives the communication connection request. The zone controller 13 may inform the front train 12 of the communication address or name of the own train 11 in the form of a message, and when the front train 12 checks that the communication connection request of the own train 11 is received and confirms that the communication address or name of the own train 11 informed by the zone controller 13 is consistent with the communication address or name of the own train 11, the front train 12 may allow the own train 11 to establish communication connection with the same.

The operating parameters of the train 11 may include current position, speed of travel, acceleration, tractive effort, braking effort, etc. When the own train 11 is controlled to travel in a manner of maintaining a safe distance from the preceding train 12, the safe distance may be determined according to the positions and operation parameters of the preceding train 12 and the own train 11. Specifically, the present train 11 can determine its own traveling speed and acceleration accordingly based on the current position, traveling speed and acceleration of the front train 12 to shorten the actual distance from the front train 12 and to keep the actual distance within the safe distance range. Meanwhile, since the traction and braking force of the train have an effect on the running speed and acceleration of the train, the present train 11 can also adjust its own traction and braking force with reference to the traction and braking force of the preceding train 12. In this way, the object of keeping the actual distance between the own train 11 and the preceding train 12 within the safe distance range by controlling the operation parameters of the own train 11 can be made easier.

Although the present embodiment is described in the order of steps S11 to S15, in an actual application scenario, the train may first perform step S15, and in this case, of course, since the train 11 does not previously connect with the front train 12, the step of disconnecting the communication connection with the front train 12 is omitted, and then, when the corresponding condition is satisfied, steps S11 to S14 are performed. The implementation manner modified in this way does not change the basic idea of the present embodiment, and therefore falls within the protection scope of the present invention.

The above steps S11 to S14 are further exemplarily described below with reference to fig. 3, and this process may be implemented by the following steps:

s21, after receiving the position information of the train 11, the area controller 13 periodically sends message information containing movement authorization and trackside element information within the movement authorization range to the train 11;

s22, after receiving the position information of the front train 12, the area controller 13 periodically transmits message information containing movement authorization to the front train 12;

s23, the area controller 13 calculates that the front train 12 is the only obstacle in front of the train 11;

s24, the regional controller 13 sends information such as movement authorization generated based on the front train 12, movement authorization type of train tracking, communication address of the front train and the like to the own train 11 in the form of messages;

s25, the own train 11 sends a communication connection request to the front train 12;

s26, the front train 12 sends authorization information which agrees to establish communication connection to the front train 12, so that communication connection is established between the front train 12 and the front train 11;

s27, the train 11 sends information of the train to be in a train tracking mode to the regional controller 13;

s28, periodically transmitting operation parameter information of the front train 12 to the front train 11;

S29, the regional controller 13 records that the train 11 tracks the front train 12 to run;

s30, the area controller 13 periodically sends a message containing movement authorization, trackside element information between the own train 11 and a position in front of a movement authorization protection point of the front train 12 and the like to the own train 11;

s31, the train 11 enters a train tracking mode;

s32, the train 11 judges the operation trend of the front train 12 based on the operation parameters sent by the front train 12 and the trackside element information sent by the area controller 13, controls the train 11 to travel in a mode of keeping a safe distance from the front train 12, and does not use movement authorization for speed protection in the process.

In this way, compared with the mode that the area controller 13 receives the position information of the front train 12 first and then sends the movement authorization generated based on the position information of the front train 12 to the present train 11, when the present invention controls the train 11 to travel in a manner of keeping a safe distance from the front train 12 based on the operation parameters of the front train 12, the hysteresis of the movement authorization is overcome, and the present invention is not limited by the range indicated by the first movement authorization, so that the actual distance between the present train 11 and the front train 12 is kept within the safe distance range, and the actual distance is not too large, and the operation efficiency of the railway line is improved.

In the case where the second movement authority is generated based on other factors than the preceding train 12 in this embodiment, the other factors may be the switch 15 on the preceding route, the end of the route of the train 11, the track of the failure state, the annunciator 14 of the failure state, and the like. When the train 11 receives an indication of the type that the second movement authority was generated based on factors other than the preceding train 12, it is indicated that the train 11 is no longer in the train tracking mode, at which point the train 11 needs to operate in the range permitted by the second movement authority. Therefore, the present train 11 can reduce the actual distance between the present train 11 and the front train 12 by controlling the present train 11 according to the operation parameters of the front train 12 in the train tracking mode, and can still be kept within the safe distance range from the front train 12 according to the second movement authority after the present train 11 exits the train tracking mode. In this way, it is also advantageous for the train 11 to determine whether it can travel according to the operation parameters of the preceding train 12 to improve the track operation efficiency, and whether it must travel within the range of the second movement authority indication to ensure safe travel.

In a preferred implementation of the control method provided in the above embodiment, during the period when the train 11 is kept in communication with the preceding train 12, that is, during the process of controlling the train according to step S14, the control method further includes: receiving status information of the trackside element from the zone controller 13; wherein the status information of the trackside elements at least comprises status information of trackside elements related to movement authority of the train 11 and movement authority of the preceding train 12; the train 11 is controlled to travel in a manner of maintaining a safe distance from the front train 12 according to the prompt information indicating the deceleration or stop of the front train 12 by the state information of the trackside element.

Illustratively, controlling the travel of the present train 11 in accordance with the operating parameters of the lead train 12 enables optimization of the actual operating distance of the present train 11 from the lead train 12 as the train 11 tracks the lead train 12. Meanwhile, during the actual running of the train 11, the running state of the train 11 is also affected by the state information of the trackside elements and the like. The state information of the trackside elements comprises turnout 15 state, temporary speed limiting information, platform door state, signal machine 14 state and the like, wherein the temporary speed limiting information is a speed limiting command dynamically sent by a train control center according to operation requirements. In one embodiment, the range OE of status information for the trackside element may include status information for the trackside element between the present train 11 and a configuration distance D forward of the movement authorization protection point of the lead train 12. The movement authority protection point is the end point of the movement authority, the configuration distance is a certain distance from the end point of the movement authority of the front train 12, and the configuration distance may be a fixed value or a value dynamically determined according to the operation parameters of the front train 12.

Since the area controller 13 knows the position of the front train 12 to generate the movement authorization with a certain hysteresis, before the area controller 13 generates the movement authorization according to the state information of the trackside element, the area controller 13 can send the state information of the trackside element to the train 11, and the train 11 can perform real-time judgment according to the state information of the trackside element so as to control the running state of the train 11 more safely and reliably. In one exemplary scenario, the zone controller 13 gives a movement authorization based on the status of a certain trackside element, but because of the hysteresis of the movement authorization, the train 11 may already have passed the trackside element, and the running state of the train 11 is not actually affected by the trackside element. It can be seen that the operating state of the train 11 can be determined more accurately and reliably in combination with the state information of the trackside elements. Meanwhile, in this embodiment, the present train 11 can also learn the status information of the trackside elements related to the movement authority of the front train 12, and when the front train 12 needs to be decelerated or parked, the present train 11 can take measures in advance, so that the operation of the train 11 is safer.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the control method further includes: during the period when the train 11 is in communication connection with the front train 12, that is, during the process of controlling the train according to step S14, if the operation parameters of the front train 12 are not received within the preset time, the communication connection with the front train 12 is disconnected, and the train 11 is operated within the latest movement authority range sent by the zone controller 13. In this embodiment, when the own train 11 does not receive the operation parameters transmitted from the preceding train 12 within the preset time, the safe running of the own train 11 can still be ensured.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: when the train 11 is in communication connection with the preceding train 12, that is, when the train 11 is in the course of controlling the train in accordance with step S14, the communication connection with the preceding train 12 is disconnected and the train 11 is operated within the latest movement authority range transmitted from the zone controller 13. In this embodiment, since the train 11 actively changes its running direction or route, the train 11 no longer tracks the running of the preceding train 12, and no longer needs to receive the running parameter information of the preceding train 12, and then the running of the train 11 needs to be ensured according to the latest movement authority.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: after the communication connection between the train 11 and the preceding train 12 is established, that is, during the control of the train according to step S14, if the communication connection between the train 11 and the preceding train 12 is accidentally interrupted, the train 11 is controlled to operate within the latest movement authority range transmitted from the zone controller 13. In this embodiment, in the event of unexpected interruption of the communication connection between the train 11 and the preceding train 12, safe running of the own train 11 can be ensured in accordance with the latest movement authority running.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: continuously receiving a third movement grant from the zone controller 13 during the time the train 11 is in communication connection with the lead train 12, i.e. during control of the train according to step S14, and indicating that the third movement grant is based on the type indication generated by the lead train 12; based on the operation parameters of the front train 12, the train 11 is controlled to travel in a manner of maintaining a safe distance from the front train 12, and the train 11 is allowed to travel beyond the range of the third movement authority instruction. As can be seen from this embodiment, after the train 11 has established a communication connection with its lead train 12, the communication of the train 11 with the lead train 12 has not required the communication address of the lead train 12, as it is only necessary for the zone controller 13 to tell it that the third movement authorization has been generated on the basis of the lead train 12. Thus, the information quantity of the message sent by the area controller 13 is reduced, and the efficiency of sending the message information is improved.

In a preferred implementation of the control method provided in the foregoing embodiment, the zone controller 13 may also continuously send the communication address of the front train 12 to the present train 11, where the train in front of the present train 11 may change during this process, and then the present train 11 may determine whether the received communication address of the front train 12 is the same as the communication address of the front train 12 that is currently in communication connection with the present train 11; if the communication addresses are the same, the current communication connection is maintained, and if the communication addresses are different, the current communication connection with the preceding train 12 is disconnected, and a communication connection with another preceding train is established based on the received new communication addresses. In other words, when the train 11 receives a new movement authorization from the zone controller 13 and a communication address of another train different from the communication address of the preceding train 12 while the train 11 and the preceding train 12 are in communication connection; the communication connection with the preceding train 12 is disconnected and a communication connection with the corresponding train is established based on the communication addresses of the other trains.

In this embodiment, although the present train is still in the train tracking mode, the front train is changed, and when the present train establishes a communication connection with another front train, the running state of the present train can be controlled according to the running parameters of the other front train, so that the present train and the other front train are kept within the safe distance range, and the above-mentioned step S14 is essentially performed, so that the actual distance is not too large, and the running efficiency of the railway line is improved. Meanwhile, when new movement authorization is generated based on other trains in front, the train can be disconnected from the old front train in time and is connected with the new front train in communication so as to ensure safe running of the train.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: acquiring a time stamp carried by the front train 12 when the front train transmits the operation parameters thereof; the step of controlling the travel of the train 11 in a safe distance from the front train 12 further includes: the operation parameters received from the front train 12 are corrected based on the time stamp, and the train 11 is controlled to travel in a manner of maintaining a safe distance from the front train 12 based on the corrected operation parameters of the front train 12. For example, in order to better maintain the actual distance between the present train 11 and the front train 12 within the safe distance range, in order to better maintain the actual distance between the present train 11 and the front train 12 in the case that the running parameter information transmitted by the present train 11 received the front train 12 may be delayed, the current position of the front train 12 may be corrected according to the time stamp and the time when the running parameter information of the present train 11 received the front train 12, in combination with the running speed and the acceleration of the front train 12, so that the actual distance between the present train 11 and the front train 12 may be more accurately determined, thereby being beneficial to better maintain the actual distance between the present train 11 and the front train 12 within the safe distance range by controlling the running parameter of the present train 11.

In a preferred implementation of the control method provided in the above embodiment, during the period when the train 11 is kept in communication with the preceding train 12, that is, during the process of controlling the train according to step S14, the control method further includes: when receiving the information for instructing the emergency braking of the front train 12 transmitted from the zone controller 13, the train 11 is also controlled to travel in a manner of maintaining a safe distance from the front train 12. In this embodiment, the present train 11 can learn in advance the message of the emergency braking of the preceding train 12 and make a preparation for deceleration in advance, so as to improve the safety and stability of the operation of the train 11.

The following will exemplarily describe the control process related to the present train 11 in the case of emergency braking of the front train 12 in the above embodiment with reference to fig. 4, and this process may include the following steps:

s41, the area controller 13 determines that an emergency occurs in front of a track where the front train 12 travels and an emergency braking command needs to be sent to the front train 13;

s42, the regional controller 13 monitors that the train 11 is tracking the train 12 in front to run;

s43, the area controller 13 sends an emergency braking command to the front train 12;

s44, the regional controller 13 also sends information indicating emergency braking of the front train 12 to the train 11;

S45, aiming at emergency braking of the front train 12, the train 11 performs corresponding control in advance;

s46, emergency braking of the front train 12.

Although the detailed steps of the method of the present embodiment are described above in detail, those skilled in the art may combine, split and exchange the sequence of the steps without departing from the basic principle of the present embodiment, and the modified embodiment does not change the basic concept of the present embodiment, and therefore falls within the scope of the present invention.

It should be noted that, the control system of the train described in the second aspect below corresponds to the control method of the train in the above embodiment, and the system in the following embodiment may be understood with reference to the embodiment of the method, and the same contents will not be repeated.

In the second aspect, in the control system of the train 11 provided in the present embodiment, as shown in fig. 5, the control system includes: the device comprises a receiving module 21, a connection establishment module 22, an acquisition module 23, a control module 24 and a disconnection module 25. Wherein the receiving module 21 is configured to receive the first movement authorization from the area controller 13 and the communication address of one of the front trains 12; the set-up connection module 22 is used to set up a communication connection with the lead train 12 based on the communication address; the acquisition module 23 is used for acquiring the operation parameters of the front train 12 based on the communication connection; the control module 24 is used for controlling the train 11 to travel in a manner of keeping a safe distance from the front train 12 based on the operation parameters of the front train 12 and allowing the train 11 to travel beyond the range of the first movement authorization indication; the disconnection module 25 is configured to disconnect the communication connection with the front train 12 when the reception module 21 receives the second movement authorization from the zone controller 13 and a type indication indicating that the second movement authorization is generated based on factors other than the front train 12 during the period in which the train 11 is in communication with the front train 12, and the control module 24 is further configured to control the train 11 to operate within the range of the second movement authorization indication.

In this embodiment, the receiving module 21 may be used to perform step S11 in the above-described method embodiment, the establishing connection module 22 may be used to perform step S12 in the above-described method embodiment, the obtaining module 23 may be used to perform step S13 in the above-described method embodiment, the control module 24 may be used to perform step S14 in the above-described method embodiment, and the disconnecting module 25 may be used to perform step S15 in the above-described method embodiment.

In a preferred implementation of the control system provided by the above embodiment, the receiving module 21 is further configured to receive status information of the trackside elements from the zone controller 13 during the time the train 11 is in communication with the lead train 12; wherein the status information of the trackside elements at least comprises status information of trackside elements related to movement authority of the train 11 and movement authority of the preceding train 12; the control module 24 is further configured to control the train 11 to travel in a manner that maintains a safe distance from the front train 12 according to the prompt information indicating the speed reduction or stop of the front train 12 by the status information of the trackside element.

In a preferred implementation of the control system provided in the above embodiment, if the receiving module 21 does not receive the operation parameters of the front train 12 within a preset time during the period when the train 11 is in communication connection with the front train 12, the disconnection module 25 is further configured to disconnect the communication connection with the front train 12, and the control module 24 is further configured to control the train 11 to operate within the latest movement authority sent by the zone controller 13.

In a preferred implementation of the control system provided in the above embodiment, if the train 11 adjusts the running direction or route while the train 11 is in communication with the front train 12, the disconnection module 25 is further configured to disconnect the communication with the front train 12, and the control module 24 is further configured to control the train 11 to run within the latest movement authority sent by the zone controller 13.

In a preferred implementation of the control system provided in the above embodiment, if the receiving module 21 receives a new movement authorization from the zone controller 13 and a communication address of another train different from the communication address of the preceding train 12 while the train 11 is in communication connection with the preceding train 12; the disconnect module 25 is also used to disconnect the communication connection with the lead train 12 and the establish connection module 22 is also used to establish a communication connection with the corresponding train based on the communication addresses of the other trains.

In a preferred implementation of the control system provided in the above embodiment, after the train 11 establishes a communication connection with the front train 12, if the communication connection between the train 11 and the front train 12 is accidentally interrupted, the control module 24 is further configured to control the train 11 to operate within the range of the latest movement authority sent by the zone controller 13.

In a preferred implementation of the control system provided in the above embodiment, the receiving module 21 is further configured to continuously receive a third movement grant from the zone controller 13 during the period in which the train 11 is in communication with the lead train 12, and indicate that the third movement grant is based on the type indication generated by the lead train 12; the control module 24 is also configured to control the train 11 to travel in a safe distance from the lead train 12 based on the operating parameters of the lead train 12 and to allow the train 11 to travel beyond the third movement authority indication.

In a preferred implementation of the control system provided in the foregoing embodiment, the obtaining module 23 is further configured to obtain a timestamp carried when the front train 12 sends its operation parameter; and further includes a correction module 26 for correcting the operating parameters received from the lead train 12 based on the time stamps such that the control module 24 controls the train 11 to travel at a safe distance from the lead train 12 based on the corrected operating parameters of the lead train 12.

In a third aspect, in one embodiment of the control method of the area controller 13 provided by the present invention, the control method includes: after generating a first movement authorization for one train 11 based on the front train 12, transmitting the first movement authorization and a communication address of the front train 12 to the train 11 so that the train 11 can establish a communication connection with the front train 12 based on the communication address; after the second movement authorization generated based on other factors than the preceding train 12, the second movement authorization and the type indication information indicating that the second movement authorization is generated based on other factors are transmitted to the train 11.

In this embodiment, when the zone controller 13 generates the first movement authorization based on the front train 12, it can also determine that the own train 11 is tracking the front train 12, and at this time, the communication address of the front train 12 may be sent to the own train 11, so that the own train 11 can establish a communication connection with the front train 12, and obtain the operation parameters of the front train 12 based on the communication connection, and further control the own train 11 according to the operation parameters of the front train 12, so as to improve the safety and the operation efficiency of the own train 11. Meanwhile, when the train 11 is not in the tracking mode, the zone controller 13 also informs the train 11 that the second movement authority is the type indication information generated based on other factors, when the train 11 can travel only within the range of the second movement authority indication. In this way, it is also advantageous for the train 11 to determine whether it can travel according to the operation parameters of the preceding train 12 to improve the track operation efficiency, and whether it must travel within the range of the second movement authority indication to ensure safe travel.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the method further includes: after transmitting the first movement authority generated based on the position of the front train 12 and the communication address of the front train 12 to the train 11, the transmission of the third movement authority generated based on the front train 12 and the type instruction information indicating that the third movement authority is generated based on the front train 12 are continued to the train 11.

In this embodiment, after the communication connection between the train 11 and its preceding train 12 is established, the communication address of the preceding train 12 is not already required in the communication between the train 11 and the preceding train 12, and only the area controller 13 needs to inform that the third movement authorization is generated based on the preceding train 12. Thus, the information quantity of the message sent by the area controller 13 is reduced, and the efficiency of sending the message information is improved.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the control method further includes: transmitting status information of the trackside element to the train 11 when transmitting a third movement authorization to the train 11 indicating that the third movement authorization is type indication information generated based on the preceding train 12; wherein the status information of the trackside elements includes at least the status information of the trackside elements related to the movement authority of the train 11 and the movement authority of the preceding train 12.

In a preferred implementation manner of the control method provided in the foregoing embodiment, the control method further includes: when the third movement authority and the type instruction information indicating that the third movement authority is generated based on the preceding train 12 are transmitted to the train 11, information indicating emergency braking of the preceding train 12 is also transmitted to the preceding train 12 and the train 11.

In this embodiment, since the area controller 13 knows the position of the front train 12 to generate the movement authorization with a certain hysteresis, before the area controller 13 generates the movement authorization according to the status information of the trackside element, the area controller 13 may send the status information of the trackside element to the train 11, so that the train 11 may determine in real time according to the status information of the trackside element and ensure safe and efficient operation. Meanwhile, in this embodiment, the status information of the trackside element related to the movement authority of the front train 12 is transmitted to the train 11, so that the present train 11 can take measures in advance when the front train 12 needs to be decelerated or parked, and the operation of the train 11 is safer. In addition, by transmitting information indicating the emergency braking of the front train 12 to the front train 12 and the own train 11, the own train 11 can be prepared for deceleration in advance, so that the safety and stability of the operation of the train 11 can be improved.

In a fourth aspect, in one embodiment of a computer readable storage medium provided by the present invention, the storage medium stores computer instructions that, when executed by a processor, cause the processor to perform the control method of any one of the embodiments of the first aspect.

In this case, the computer instructions read from the storage medium may themselves implement the functions of any of the above-described embodiments, and thus the computer instructions and the storage medium storing the computer instructions form part of the present invention. Examples of the storage medium for providing the program code include a floppy disk, a hard disk, a magneto-optical disk, an optical disk (e.g., CD-ROM, CD-R, CD-RW, DVD-ROM, DVD-RAM, DVD-RW, DVD+RW), a magnetic tape, a nonvolatile memory card, and a ROM. Alternatively, the computer instructions may be downloaded from a server computer by a communications network.

Further, it should be apparent that the functions of any of the above-described embodiments may be implemented not only by executing computer instructions read out by a computer, but also by causing an operating system or the like operating on the computer to perform part or all of the actual operations.

Further, it is understood that the computer instructions read out by the storage medium are written to a memory provided in an expansion board inserted into a computer or to a memory provided in an expansion unit connected to the computer, and then the CPU or the like mounted on the expansion board or the expansion unit is caused to perform part or all of the actual operations based on the instructions of the computer instructions, thereby realizing the functions of any of the above embodiments.

It should be noted that not all the steps and modules in the above flowcharts and the system configuration diagrams are necessary, and some steps or modules may be omitted according to actual needs. The execution sequence of the steps is not fixed and can be adjusted as required. The system structure described in the above embodiments may be a physical structure or a logical structure, that is, some modules may be implemented by the same physical entity, or some modules may be implemented by multiple physical entities, or may be implemented jointly by some components in multiple independent devices.

In the above embodiments, the hardware unit may be mechanically or electrically implemented. For example, a hardware unit may include permanently dedicated circuitry or logic (e.g., a dedicated processor, FPGA, or AIC) to perform the corresponding operations. The hardware unit may also include programmable logic or circuitry (e.g., a general-purpose processor or other programmable processor) that may be temporarily configured by software to perform the corresponding operations. The particular implementation (mechanical, or dedicated permanent, or temporarily set) may be determined based on cost and time considerations.

The invention relates to the technical field of rail transit, in particular to a control method, a control system and a storage medium of a train and area controller. The method comprises the following steps: after receiving the first movement authorization from the zone controller 13 and the communication address of one front train 12, the communication connection established with the front train 12 and acquiring the operation parameters of the front train 12 to control the train 11 to travel in a manner of keeping a safe distance from the front train 12; when a second movement authorization is received from the zone controller 13 and a type indication indicating that the second movement authorization is generated based on factors other than the preceding train 12, the train 11 is controlled to operate within the range of the second movement authorization indication. Thus, the rail running efficiency is improved on the premise of ensuring the safe running of the train 11.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.

Claims

1. A method of controlling a train, comprising:

-receiving (S11) a first movement authorization from the zone controller (13) and a communication address of a preceding train (12); wherein the first movement authorization is generated based on the location of the lead train (12);

establishing (S12) a communication connection with the lead train (12) based on the communication address and acquiring (S13) operating parameters of the lead train (12) based on the communication connection;

-controlling (S14) the train (11) to travel with a safe distance from the front train (12) and allowing the train to travel beyond the range of the first movement authority indication, based on the operating parameters of the front train (12);

-also receiving status information of trackside elements from the zone controller (13) during the time the train (11) is in communication connection with the lead train (12); wherein the status information of the trackside elements includes at least status information of trackside elements related to movement authority of the train (11) and movement authority of the preceding train (12); controlling the train (11) to travel in a manner of keeping a safe distance from the front train (12) according to prompt information indicating that the front train (12) decelerates or stops by the state information of the trackside element;

-if, during the time the train (11) is in communication with the lead train (12), a second movement authority and a type indication indicating that the second movement authority is generated based on other factors than the lead train (12) are received from the zone controller (13), disconnecting (S15) the communication with the lead train (12) and controlling the train (11) to operate within the range of the second movement authority indication;

if the train (11) receives a new movement authorization from a zone controller (13) and a communication address of another train different from the communication address of the preceding train (12) while the train (11) and the preceding train (12) are in communication connection; the communication connection with the preceding train (12) is disconnected and a communication connection with the corresponding train is established based on the communication address of the other train.

2. The control method according to claim 1, characterized by further comprising:

disconnecting the communication connection with the front train (12) and operating the train (11) within the latest movement authority range sent by the area controller (13) if the operation parameters of the front train (12) are not received within a preset time while the train (11) is in communication connection with the front train (12); or alternatively, the process may be performed,

When the train (11) and the front train (12) are in communication connection, if the train (11) adjusts the running direction or the line, the communication connection with the front train (12) is disconnected, and the train (11) is made to run within the latest movement authorization range sent by the area controller (13); or alternatively, the process may be performed,

after the communication connection between the train (11) and the front train (12) is established, if the communication connection between the train (11) and the front train (12) is accidentally interrupted, the train (11) is controlled to run in the latest movement authorization range sent by the area controller (13).

3. The control method according to claim 1, characterized by further comprising:

continuously receiving a third movement grant from the zone controller (13) during the time the train (11) is in communication connection with the lead train (12), and indicating that the third movement grant is a type indication generated based on the lead train (12);

-controlling the travel of the train (11) with a safe distance from the front train (12) based on the operating parameters of the front train and allowing the travel of the train beyond the range of the third movement authority indication.

4. The control method according to claim 1, characterized by further comprising:

acquiring a time stamp carried by the front train (12) when the front train transmits the operation parameters thereof; and is also provided with

The step of controlling the travel of the train (11) in a manner maintaining a safe distance from the front train (12) further comprises: -correcting the operating parameters received from the front train (12) based on the time stamp, and-controlling the train (11) to travel in a manner maintaining a safe distance from the front train (12) based on the corrected operating parameters of the front train (12).

5. The control method according to claim 1, characterized by further comprising, during the period in which the train (11) is in communication connection with the preceding train (12):

when receiving the information sent by the area controller (13) and used for indicating the emergency braking of the front train (12), the train (11) is also controlled to travel in a mode of keeping a safe distance from the front train (12).

6. A control system for a train, comprising:

a receiving module (21) for receiving a first movement authorization from the zone controller (13) and a communication address of a preceding train (12); wherein the first movement authorization is generated based on the location of the lead train (12);

-a connection module (22) for establishing a communication connection with the lead train (12) based on the communication address;

-an acquisition module (23) for acquiring operating parameters of the front train (12) based on the communication connection;

-a control module (24) for controlling the train (11) to travel at a safe distance from the front train (12) and allowing the train to travel beyond the range of the first movement authority indication, based on an operating parameter of the front train (12);

the receiving module (21) is further configured to receive status information of a trackside element from the zone controller (13) during a period in which the train (11) is in communication connection with the lead train (12); wherein the status information of the trackside elements includes at least status information of trackside elements related to movement authority of the train (11) and movement authority of the preceding train (12); the control module (24) is further used for controlling the train (11) to travel in a mode of keeping a safe distance with the front train (12) according to prompt information of the state information of the trackside elements for indicating the front train (12) to decelerate or stop; -a disconnection module (25) for disconnecting the communication connection with the lead train (12) during the time the train (11) is in communication connection with the lead train (12), if the reception module (21) receives a second movement authorization from the zone controller (13) and a type indication indicating that the second movement authorization is generated based on other factors than the lead train (12), and the control module (24) is further for controlling the train (11) to operate within the range of the second movement authorization indication;

-if, during the time the train (11) is in communication connection with the preceding train (12), the receiving module (21) receives a new movement authorization from the zone controller (13) and a communication address of another train different from the communication address of the preceding train (12); the disconnect module (25) is further for disconnecting a communication connection with the lead train (12) and the establish connection module (22) is further for establishing a communication connection with the respective train based on the communication addresses of the other trains.

7. The control system of claim 6, wherein the control system is configured to control the control system,

during the period that the train (11) is in communication connection with the front train (12), if the receiving module (21) does not receive the operation parameters of the front train (12) within a preset time, the disconnecting module (25) is further used for disconnecting the communication connection with the front train (12), and the control module (24) is further used for controlling the train (11) to operate within the latest movement authorization range sent by the area controller (13); or alternatively, the process may be performed,

-if the train (11) is adjusting the direction of travel or route during the communication connection between the train (11) and the front train (12), the disconnection module (25) is further configured to disconnect the communication connection with the front train (12), and the control module (24) is further configured to control the train (11) to travel within the range of the latest movement authority sent by the zone controller (13); or alternatively, the process may be performed,

After the communication connection between the train (11) and the front train (12) is established, if the communication connection between the train (11) and the front train (12) is accidentally interrupted, the control module (24) is further configured to control the train (11) to run within the latest movement authorization range sent by the area controller (13).

8. The control system of claim 6, wherein the control system is configured to control the control system,

-the receiving module (21) is further adapted to continuously receive a third movement grant from the zone controller (13) during the time the train (11) is in communication connection with the lead train (12), and to indicate that the third movement grant is a type indication generated based on the lead train (12);

the control module (24) is further configured to control the train (11) to travel in a manner that maintains a safe distance from the lead train (12) and to allow the train to travel beyond the range indicated by the third movement authority based on the operating parameters of the lead train.

9. The control system of claim 6, further comprising:

the acquisition module (23) is further used for acquiring a time stamp carried by the front train (12) when the front train transmits the operation parameters; and is also provided with

A correction module (26) is also included for correcting the operating parameters received from the lead train (12) based on the time stamps such that the control module (24) controls the train (11) to travel in a manner that maintains a safe distance from the lead train (12) based on the corrected operating parameters of the lead train (12).

10. A control method of a zone controller, the zone controller being the zone controller (13) according to any one of claims 1 to 9, characterized by comprising:

after a first movement authorization of a train (11) is generated based on a front train (12), sending the first movement authorization and a communication address of the front train (12) to the train (11) so that the train (11) can establish communication connection with the front train (12) based on the communication address; wherein the first movement authorization is generated based on the location of the lead train (12);

-also transmitting status information of a trackside element to the train (11) during the time the train (11) is in communication connection with the preceding train (12); wherein the status information of the trackside element at least comprises status information of trackside elements related to movement authorization of the train (11) and movement authorization of the front train (12), so that the train (11) is controlled to travel in a manner of keeping a safe distance from the front train (12) according to prompt information of the trackside element indicating deceleration or stopping of the front train (12) by the status information of the trackside element;

After a second movement authorization generated based on other factors than the preceding train (12), the second movement authorization and type indication information indicating that the second movement authorization is generated based on other factors are transmitted to the train (11).

11. The control method according to claim 10, characterized by further comprising:

after a first movement authorization generated based on the position of a preceding train (12) and a communication address of the preceding train (12) are transmitted to the train (11), a third movement authorization generated based on the preceding train (12) and type indication information indicating that the third movement authorization is generated based on the preceding train (12) are continuously transmitted to the train (11).

12. The control method according to claim 10, characterized by further comprising: upon sending a third movement authorization to the train (11) and indicating that the third movement authorization is type indication information generated based on the lead train (12),

-also transmitting status information of a trackside element to the train (11); wherein the status information of the trackside elements includes at least status information of trackside elements related to movement authority of the train (11) and movement authority of the preceding train (12); or alternatively, the process may be performed,

Information indicating an emergency braking of the front train (12) is also transmitted to the front train (12) and the train (11).

13. A computer readable storage medium, characterized in that the storage medium has stored thereon computer instructions, which when executed by a processor, cause the processor to perform the control method of any of claims 1 to 5.