Intelligent perception train control method and system

Abstract

The application provides a kind of intelligent perception train control method and system, it is related to intelligent perception technical field.The method comprises: determining target information based on interlocking and intelligent perception;The target information includes: the communication state information of intelligent perception device and interlocking, intelligent perception device virtual logic section state information, axle counting fault occupation state information and track section state information;Determine section actual occupation information based on the target information;Intelligent perception train control is carried out based on the section actual occupation information and train position information.The intelligent perception train control method and system provided in the application can improve the operation efficiency of train under the premise of ensuring the safety of train.

Description

Technical Field

[0001] This application relates to the field of intelligent sensing technology, and in particular to an intelligent sensing train control method and system. Background Technology

[0002] In the current operational China Railway signaling system, the China Train Control System (CTCS) based on fixed block signaling and transponder / wireless communication is typically used. Trackside equipment is centrally controlled from the ground. All train routes are issued route management orders through the Centralized Traffic Control (CTC) system or station substations. After the interlocking system passes the consistency check of resources, it directly drives and activates trackside signals, switches, and other resources to achieve resource configuration and locking, thus fulfilling the needs of train operation.

[0003] Under the existing signaling system operation mode, controlling train operation in degraded modes (such as operation modes under equipment failure conditions such as Radio Block Center (RBC)) through traditional computer interlocking (CI) suffers from low operational efficiency and low safety. Therefore, there is an urgent need to propose an intelligent train operation solution to solve the above problems. Summary of the Invention

[0004] This application provides an intelligent sensing train control method and system to control train operation in degraded mode, which can improve train operation efficiency while ensuring train safety.

[0005] In a first aspect, embodiments of this application provide an intelligent sensing train control method, including:

[0006] Target information is determined based on interlocking and intelligent sensing; the target information includes: communication status information between intelligent sensing devices and interlocking, virtual logic segment status information of intelligent sensing devices, axle count fault occupancy status information, and track segment status information;

[0007] The actual occupancy information of the section is determined based on the target information;

[0008] Intelligent sensing train control is performed based on the actual occupancy information of the section and the train location information.

[0009] In one embodiment, the communication status information between the intelligent sensing device and the interlock is used to indicate whether the communication between the intelligent sensing device and the interlock is normal or faulty.

[0010] The virtual logical segment status information of the intelligent sensing device is used to indicate whether the segment is occupied or idle according to the intelligent sensing judgment.

[0011] The axle fault occupancy status information is used to indicate whether the axle is in a fault occupancy state or not in a fault occupancy state.

[0012] The track section status information is used to indicate whether the section is occupied or idle in the interlocking judgment.

[0013] In one embodiment, after determining the actual occupancy information of the segment based on the target information, the method further includes:

[0014] Train positioning is performed using satellite differential base stations to determine train location information;

[0015] When it is impossible to determine the train's location information based on satellite differential base stations, the train's location information is determined based on images of power transmission tower road signs.

[0016] In one embodiment, determining train location information based on satellite differential base stations includes:

[0017] Obtain differential information from satellite differential base stations; the differential information is used to characterize the BeiDou positioning error correction amount;

[0018] Train positioning is performed based on the differential information to determine the train's location information.

[0019] In one embodiment, determining train location information based on images of power transmission tower signs includes:

[0020] Obtain the target number information corresponding to the image of the power transmission tower sign; each preset number information corresponds to a preset location information;

[0021] Train location information is determined based on the target number information.

[0022] In one embodiment, intelligent sensing train control based on the actual occupancy information of the section and the train position information includes:

[0023] The segment status is updated based on the actual occupancy information of the segment to obtain the updated segment status.

[0024] Intelligent sensing train control is performed based on the updated section status and the train location information.

[0025] Secondly, embodiments of this application provide an intelligent sensing train control system, comprising:

[0026] The first determining module is used to determine target information based on interlocking and intelligent sensing; the target information includes: communication status information between the intelligent sensing device and the interlocking, virtual logic segment status information of the intelligent sensing device, axle count fault occupancy status information, and track segment status information;

[0027] The second determining module is used to determine the actual occupancy information of the section based on the target information;

[0028] The control module is used for intelligent sensing train control based on the actual occupancy information of the section and the train position information.

[0029] Thirdly, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method described in the first aspect.

[0030] Fourthly, this application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect.

[0031] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0032] The intelligent sensing train control method and system provided in this application utilize interlocking and intelligent sensing to determine the actual occupancy information of a section, thereby enabling intelligent control of train operation. It can efficiently and accurately determine the actual occupancy information of a train section, and even in degraded mode, it can effectively improve the operating efficiency of the train while ensuring safety. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a flowchart illustrating the intelligent sensing train control method provided in this application;

[0035] Figure 2 This is a flowchart illustrating the process of integrating and processing the section occupancy information provided in this application;

[0036] Figure 3 This is a schematic diagram of the BeiDou positioning method provided in this application;

[0037] Figure 4 This is one of the schematic diagrams of active perception visual driving provided in this application;

[0038] Figure 5 This is the second schematic diagram of active perception visual driving provided in this application;

[0039] Figure 6 This is a flowchart illustrating the active perception-based visual driving process provided in this application.

[0040] Figure 7 This is a schematic diagram of the intelligent sensing train control system provided in this application;

[0041] Figure 8 This is a schematic diagram of the structure of the electronic device provided in this application. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] Figure 1 This is a flowchart illustrating the intelligent sensing train control method provided in an embodiment of this application. (Refer to...) Figure 1 This application provides an intelligent sensing train control method, the execution subject of which can be an electronic device, such as a controller. The method may include:

[0044] Step 110: Determine target information based on interlocking and intelligent sensing; target information includes: communication status information between intelligent sensing equipment and interlocking, status information of virtual logical sections of intelligent sensing equipment, status information of axle count fault occupancy and track section status information;

[0045] Step 120: Determine the actual occupancy information of the section based on the target information;

[0046] Step 130: Perform intelligent sensing train control based on actual section occupancy information and train location information.

[0047] For mainline interlocking, the determination of actual track occupancy information can be based on two parts of data: track occupancy information collected by the interlocking system and virtual track occupancy information determined by intelligent sensing and BeiDou positioning. Since there may be situations where the interlocking system detects a track section as empty while the intelligent sensing system considers it partially or completely occupied, or vice versa, the controller can fuse the track occupancy information obtained from the interlocking system and intelligent sensing to ensure a unique track occupancy status for each cycle. This unique status is the actual track occupancy information.

[0048] In step 110, the controller can determine target information based on interlocking and intelligent sensing. Target information may include: communication status information between the intelligent sensing device and the interlocking CI, virtual logic section status information of the intelligent sensing device, always report blocking (ARB) status information, and track section status information.

[0049] The communication status information between the intelligent sensing device and the CI is determined by the interlock. If the communication between the intelligent sensing device and the CI is interrupted for a certain number of cycles (the number of cycles can be configured according to actual needs, and this application does not impose a specific limit on it), the interlock determines that there is a communication fault; otherwise, it determines that the communication is normal.

[0050] Judgment of virtual logical segment status information of intelligent sensing device: Under normal communication conditions, the intelligent sensing device confirms the logical segment status and sends it to the interlock; under communication failure conditions, the logical segment is occupied by default.

[0051] Determining the ARB status information of the axle counter: Under normal communication conditions, the RBC determines whether the axle counter is in ARB status and sends the result to the interlocking; under communication failure conditions, if the axle counter ARB status exists, it is cleared.

[0052] Determining the status information of track sections: Obtain axle occupancy / idle information through the interlocking acquisition board.

[0053] In step 120, the controller can determine the actual occupancy information of the segment based on the target information obtained in step 110. The actual occupancy information of the segment can reflect the current occupancy status of the segment.

[0054] In step 130, the controller can perform intelligent sensing train control based on the actual occupancy information of the section and the train position information obtained in step 120. The controller can obtain the train position information and then determine whether the train can pass through the actual occupancy information of the section the train is about to pass through, thereby performing intelligent sensing train control.

[0055] The intelligent sensing train control method provided in this application uses interlocking and intelligent sensing to determine the actual occupancy information of a section, thereby enabling intelligent control of train operation. It can efficiently and accurately determine the actual occupancy information of a train section, and even in degraded mode, it can effectively improve the operating efficiency of the train while ensuring safety.

[0056] In one embodiment, the communication status information between the intelligent sensing device and the interlock is used to indicate whether the communication between the intelligent sensing device and the interlock is normal or faulty.

[0057] The virtual logical segment status information of the intelligent sensing device is used to indicate whether the segment is occupied or idle according to the intelligent sensing judgment.

[0058] The axle fault occupancy status information is used to indicate whether the axle is in a fault occupancy state or not in a fault occupancy state.

[0059] The track section status information is used to indicate whether the section is occupied or idle in the interlocking judgment.

[0060] like Figure 2 As shown in the table below, the values ​​of each target information can be determined based on the track section status information (section occupied or idle according to interlocking judgment), axle counter ARB status information (axle in fault-occupied state or not in fault-occupied state), intelligent sensing device virtual logic section status information (section occupied or idle according to intelligent sensing judgment), and intelligent sensing device and CI communication status information (intelligent sensing device and interlocking communication normal or communication failure).

[0061] Virtual logical segment status of intelligent sensing devices 0 indicates occupied, 1 indicates idle. ARB status 0 indicates non-ARB, 1 indicates ARB Intelligent sensing device and CI communication status 0 indicates a communication failure, and 1 indicates normal communication. Merged segment occupancy information 0 indicates occupied, 1 indicates idle.

[0062] The controller can fuse target information such as track section status information, axle counter ARB status information, intelligent sensing device virtual logic section status information, and intelligent sensing device communication status information with CI to obtain fused section occupancy information, which is the actual section occupancy information. The fused section occupancy information is shown in the table below:

[0063]

[0064] For combinations that do not exist in the table, it indicates that there is no train operation situation, and the section status guidance is occupied in this case.

[0065] The intelligent sensing train control method provided in this application determines the actual occupancy information of a section based on the target information determined by interlocking and intelligent sensing. This can avoid inconsistencies between the section occupancy information obtained by interlocking and intelligent sensing, and can accurately determine the actual occupancy information of a section, thereby ensuring the safe and efficient operation of the train.

[0066] In one embodiment, after determining the actual occupancy information of a section based on target information, the intelligent sensing train control method further includes:

[0067] Train positioning is performed using satellite differential base stations to determine train location information;

[0068] When it is impossible to determine the train's location information based on satellite differential base stations, the train's location information is determined based on images of power transmission tower road signs.

[0069] Train location can be determined using both satellite differential base station images and power line sign images. When the BeiDou positioning signal is strong, the controller can primarily rely on satellite differential base station images to determine the train's location. However, when the train passes through tunnels or other special sections of the track, the BeiDou positioning signal may be weak and insufficient to identify the train's precise location using satellite differential base station images. In such cases, the controller can determine the train's location based on power line sign images.

[0070] The intelligent sensing train control method provided in this application uses satellite differential base stations and power transmission tower road sign images for train positioning, which can meet the train positioning requirements under different road conditions, achieve precise train positioning, and thus greatly improve the vehicle operation efficiency in degraded mode.

[0071] In one embodiment, determining train location information based on satellite differential base stations includes:

[0072] Obtain differential information from satellite differential base stations; the differential information can characterize the BeiDou positioning error correction amount;

[0073] Train positioning is performed based on the differential information to determine the train's location information.

[0074] The controller can utilize BeiDou positioning technology to determine train location information based on satellite differential base stations. For example... Figure 3 As shown, the track section can be equipped with a platform screen door (PSD) system, floodgates, axle counters, positioning transponders, and active turnout protection transponders. The section transponders can be adapted according to satellite signal coverage and engineering needs. Train positioning is achieved through axle counters, positioning transponders, and satellite. Satellite differential base stations can be configured to achieve accurate speed measurement and positioning, and can also identify and automatically compensate for train wheel diameter, slippage, and wheel slippage.

[0075] Automatic Train Protection (ATP) equipment can acquire differential information from satellite differential base stations, and onboard BeiDou positioning equipment can determine the train's position based on this differential information. The differential information characterizes the BeiDou positioning error correction amount.

[0076] In a moving block system, the onboard ATP (Automatic Train Protection) equipment and the ground differential station equipment can communicate via the LTE network to achieve data exchange. The onboard ATP equipment can select the corresponding ground satellite differential base station based on the train's location and actively initiate a communication link establishment request to the differential base station. Upon receiving the link establishment request from the onboard ATP, the ground differential station equipment will respond, and the two parties will complete the communication link establishment process. After the onboard ATP and the ground differential station complete the communication link establishment, the ground differential station can periodically send differential information to the onboard ATP. Differential positioning involves obtaining precise location data at a fixed (platform) location through geodesy, then transmitting this "measured location data" to a C / A code user receiver. By analyzing the difference between the "measured location data" and the "precise location data," the BeiDou positioning error correction amount is obtained. After receiving the differential information sent by the ground differential station, the onboard ATP can forward this differential information to the onboard BeiDou positioning equipment (onboard mobile station) to determine the train's location information.

[0077] The intelligent sensing train control method provided in this application uses BeiDou positioning technology to perform train positioning based on differential information from satellite differential base stations, which can further improve the accuracy of train satellite positioning. Based on the train's precise location information, train operation can be controlled, thereby greatly improving the vehicle operation efficiency in degraded mode.

[0078] In one embodiment, determining train location information based on images of power transmission tower signs includes:

[0079] Obtain the target number information corresponding to the image of the power transmission tower sign; each preset number information corresponds to a preset location information;

[0080] Train location information is determined based on the target number information.

[0081] The intelligent sensing system can acquire images of power transmission tower road signs containing target number information, and then determine the train's location information based on the target number information.

[0082] In electrified routes, power supply lines with a rated voltage of 25kV are typically used, with a transmission frame installed every 15m. Each transmission frame is equipped with a road sign number, corresponding to the target number information. Thus, each preset number information can correspond to a preset location information. Because these road signs have fixed positions, they can serve as an auxiliary means of train positioning. Based on target detection algorithms, a road sign detection model is constructed, enabling onboard equipment to automatically detect road sign numbers and thereby determine the road sign's location.

[0083] The intelligent sensing system can consist of front-end acquisition devices based on embedded technology, a communication transmission system, and a remote cloud server identification system. Cameras can capture images of power transmission tower road signs, which include identification number information. The main control unit compresses the power transmission tower road sign images, and the compressed images are transmitted to the cloud server via Long Term Evolution (LTE) or 4G modules. The cloud server uses deep learning-based intelligent algorithms to analyze the texture, color, edges, and structure features of the power transmission tower road sign images, ultimately obtaining valid identification number information. The results are then transmitted to the front end, which sends them to the onboard input devices to provide input conditions for positioning calculations, thereby enabling train positioning and location determination.

[0084] The intelligent sensing train control method provided in this application uses intelligent sensing technology to obtain the power transmission tower sign number to assist in train positioning. It can intelligently locate the train position and control the train operation based on the train position information, thereby greatly improving the vehicle operation efficiency in degraded mode.

[0085] In one embodiment, intelligent sensing train control based on the actual occupancy information of the section and the train position information includes:

[0086] The segment status is updated based on the actual segment occupancy information to obtain the updated segment status.

[0087] Intelligent sensing train control is implemented based on updated section status and train location information.

[0088] The controller can update the segment status based on the actual occupancy information, obtaining the updated segment status. It should be noted that the updated segment status may not be entirely consistent with the actual occupancy information. The controller can then perform intelligent sensing-based train control based on the updated segment status and train position information.

[0089] After fusing the segment statuses of interlocking and intelligent sensing, the fused segment status information, i.e., the actual occupancy information of the segment, can be obtained. When updating the segment status based on the actual occupancy information, the following conditions can be met: After obtaining the fused segment occupancy status, when the actual occupancy status changes from occupied to idle, the interlocking system needs to determine if the changed segment status remains unchanged for several consecutive cycles (e.g., 3 or 4 consecutive cycles) before updating the segment status; otherwise, the actual occupancy status cannot be used, and the previous status should be maintained. When the actual occupancy status changes from idle to occupied, the segment status can be updated directly.

[0090] The intelligent sensing train control method provided in this application update the section status based on the actual occupancy information of the section, which can further improve the safety of train operation and ensure the safe and efficient operation of the train.

[0091] The unique natural geographical environment, such as the high altitude, low air pressure, low oxygen content, and sparsely populated glacial plateau areas, is characterized by intense plate tectonics and frequent mountain disasters, making the engineering environment extremely complex. Furthermore, high-altitude railways have a high proportion of tunnels, which are characterized by high water content, high geothermal activity, variable electromagnetic environments, and complex conditions such as continuous long gradients, resulting in significant differences in functional requirements. Current railway signaling system solutions cannot fully meet these engineering application requirements. Under the existing signaling system operation mode, the solution of using traditional computer interlocking and degradation modes for the control system has the following main drawbacks:

[0092] (1) Too many interfaces between the subsystems increase the complexity of the system;

[0093] (2) There are many trackside devices, resulting in high system maintenance costs and poor operational flexibility;

[0094] (3) After downgrading, it enters visual driving mode, which is slow and has low safety.

[0095] This application proposes a highly reliable, highly available, low-maintenance, and intelligent signaling system solution based on complex application environments. It enables automatic train control and tracking for passenger and freight transport on challenging lines with multiple tunnels and extremely long gradients in harsh environments, thereby improving operational efficiency. Specifically, this application has the following characteristics:

[0096] (1) In the case of no trackside equipment such as signals, track circuits, and turnouts in the section, and only a small number of transponders, the availability of track circuits in the prior art is greatly reduced, and the difficulty and labor intensity of safe driving for drivers are increased. However, this application improves the availability of track circuits and other equipment, and can still operate efficiently and safely in the event of degradation or trackside equipment failure (the key lies in the intelligent sensing equipment's identification and positioning of the working conditions ahead), and the section can be autonomously positioned and inspected by the train.

[0097] (2) Existing technologies have added the need for train operation protection in tunnels, which places higher demands on the reliability of electronic equipment and makes trackside equipment maintenance difficult. This application can avoid this problem. The environment inside the tunnel is closed, and positioning systems such as Beidou have application defects. With the reduction of trackside equipment, this application uses intelligent sensing and other technologies as one of the supplementary methods.

[0098] (3) Streamline station interlocking equipment. Unmanned stations are set up along the line. Unmanned stations are only equipped with object controllers, which are controlled by the interlocking equipment of nearby manned stations.

[0099] (4) The backup mode of the train control system has higher availability requirements. It requires strong anti-interference capabilities of electronic equipment, more comprehensive and timely information perception capabilities, and more flexible scheduling and emergency response capabilities.

[0100] The technical solution of this application has the following functions:

[0101] (1) Solved the availability problem under degraded conditions: In traditional CBTC, station equipment will affect the train operation of the entire area. Any failure of a single train signal system will affect the current train and adjacent trains. The technical solution proposed in this application can improve the operational efficiency of single point failure.

[0102] (2) Simplify trackside equipment and reduce construction costs;

[0103] (3) Enhance the maintainability of unattended systems;

[0104] (4) Enrich the application scenarios of intelligent sensing devices and increase the reliability of the system.

[0105] The national railway interlocking system (distinguished from urban rail transit) needs certain upgrades to enable real-time communication with nearby trains, facilitating information exchange between the train and the interlocking system. The interlocking system can then schedule routes for the train in real time based on planning information. The train can send real-time status information to the interlocking system, enabling stations to obtain and manage vehicle information.

[0106] like Figure 4 As shown, visual driving application scenarios based on active perception have the following characteristics:

[0107] Degraded Mode Autonomous Operation: When the vehicle-to-vehicle communication module malfunctions (loss of communication with the preceding vehicle, uncertain stop signal or location), the train switches to an active perception visual mode, operating autonomously. It actively senses the distance to obstacles ahead, calculates movement authorization and recommended speed, with a monitoring speed exceeding 60 km / h. During operation, the train can automatically identify signal status. If a signal is closed, it requests the interlocking equipment to open the signal, while simultaneously reminding the driver to observe and confirm; otherwise, an emergency response is initiated. If vehicle-to-ground module communication is normal, the ATP initiates communication with the target control (OC) of the preceding centralized or non-centralized interlocking station, requesting the opening of the preceding route.

[0108] like Figure 5 As shown, the OC can relay requests from the train to the interlocking system. The interlocking system can determine the validity of the request based on the train's position and the occupancy status ahead. If valid, it will perform operations such as route selection, locking, switch rotation, and signal opening for routes originating from the preceding signal. Otherwise, if the route processing fails, the train will apply emergency braking and stop. Figure 6 This is a flowchart illustrating the process of proactive visual driving.

[0109] After a train is downgraded, the onboard module takes over the main functions, requests resource permissions, generates a safe path according to the operation plan, and the OC records the train's last position. Extending a distance along the front of the train marks the location of a non-communication vehicle, constrained by the boundary of the preceding vehicle. The onboard equipment is responsible for parsing the operation plan, searching along the planned direction of travel from the originating point to obtain the sections the train must pass through and the destination attributes. After the train comes to a complete stop, the onboard module delays and clears its own operating and auxiliary resources. After the OC confirms with the center that the train has come to a complete stop, it delays and reclaims the operating and auxiliary resources. Once the target path is determined, the train dynamically performs a safe path pre-extension, extending a certain distance forward from the safe front of the train, actively searching for resources within the extended range, and checking the status and permissions of resources within that range. Before downgrading a route, manual confirmation is required that there are no trains in the route, and other trains are treated as obstacles during route selection.

[0110] Compared with existing technologies, this application can maintain the normal operation of the faulty train and other trains even when the on-board fault of the train control system based on vehicle-to-vehicle communication is degraded, thus ensuring the availability and safety of the entire system.

[0111] (1) Route command generation: After receiving a downgrade route command, OC adds a route list and generates a corresponding list of associated resources;

[0112] (2) Degraded route locking: OC first performs a consistency check on the routes within the scope of the vehicle resource request. After the routes are selected and sorted in a consistent manner, it requests vehicle resources from the equipment to which the vehicle resources belong. After receiving the vehicle resources, it requests to reserve the auxiliary resources within the scope. After the auxiliary resources are reserved, it checks the route locking conditions.

[0113] (3) Set the signal to open: After the inspection is passed, set the route to close.

[0114] (4) Path unlocking: OC unlocks the path when the unlocking conditions of the downgraded path are met.

[0115] The degraded route management method proposed in this application utilizes the traditional CTCS interlocking logic to the greatest extent possible, ensuring the integrity of degraded route inspection conditions and the inheritance of interlocking compatibility with existing train control systems, facilitating project modifications. This application proposes a control method for trains in degraded mode using intelligent sensing assistance. It employs onboard intelligent sensing to confirm the vacancy status of the section outside the signal, applies for route approval, and uses resource management to manage degraded train routes without secondary train occupancy detection equipment. Therefore, it can ensure system functional integrity and safety with minimal trackside equipment, greatly improving the availability of the signaling system. The key points of this application are:

[0116] (1) Detection of track occupancy by external sensing equipment of the signal machine;

[0117] (2) Establishment of vehicle-mounted and OC communication channels;

[0118] (3) Interlocking's determination of the validity of route processing orders;

[0119] (4) Application of image sign recognition technology;

[0120] (5) A method for integrating intelligent sensing and positioning with the occupancy status of a section.

[0121] The unmanned station system implemented in this application allows for route processing even in the event of communication failures. It can be applied to railways in uninhabited areas such as plateau railways, desert railways, and glacier railways, effectively improving system availability, reducing railway construction and commissioning costs, and minimizing equipment maintenance workload, with excellent results. Furthermore, this solution can achieve degraded mode availability while ensuring train operation safety, thereby improving train operation efficiency.

[0122] The intelligent sensing train control system provided in this application is described below. The intelligent sensing train control system described below can be referred to in correspondence with the intelligent sensing train control method described above.

[0123] Figure 7 This is a schematic diagram of the intelligent sensing train control system provided in an embodiment of this application. (Refer to...) Figure 7 The intelligent sensing train control system provided in this application embodiment may include:

[0124] The first determining module 710 is used to determine target information based on interlocking and intelligent sensing; the target information includes: communication status information between the intelligent sensing device and the interlocking, virtual logic segment status information of the intelligent sensing device, axle count fault occupancy status information, and track segment status information;

[0125] The second determining module 720 is used to determine the actual occupancy information of the section based on the target information;

[0126] The control module 730 is used for intelligent sensing train control based on the actual occupancy information of the section and the train position information.

[0127] The intelligent sensing train control system provided in this application uses interlocking and intelligent sensing to determine the actual occupancy information of a section, thereby enabling intelligent control of train operation. It can efficiently and accurately determine the actual occupancy information of a train section, and even in degraded mode, it can effectively improve the operating efficiency of the train while ensuring safety.

[0128] Figure 8 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 8As shown, the electronic device may include: a processor 810, a communication interface 820, a memory 830, and a communication bus 840, wherein the processor 810, the communication interface 820, and the memory 830 communicate with each other via the communication bus 840. The processor 810 can call logical instructions in the memory 830 to execute intelligent sensing train control methods, such as:

[0129] Target information is determined based on interlocking and intelligent sensing; the target information includes: communication status information between intelligent sensing devices and interlocking, virtual logic segment status information of intelligent sensing devices, axle count fault occupancy status information, and track segment status information;

[0130] The actual occupancy information of the section is determined based on the target information;

[0131] Intelligent sensing train control is performed based on the actual occupancy information of the section and the train location information.

[0132] Furthermore, the logical instructions in the aforementioned memory 830 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0133] On the other hand, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the intelligent sensing train control method provided by the above methods, including, for example:

[0134] Target information is determined based on interlocking and intelligent sensing; the target information includes: communication status information between intelligent sensing devices and interlocking, virtual logic segment status information of intelligent sensing devices, axle count fault occupancy status information, and track segment status information;

[0135] The actual occupancy information of the section is determined based on the target information;

[0136] Intelligent sensing train control is performed based on the actual occupancy information of the section and the train location information.

[0137] Furthermore, this application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to perform the steps of the intelligent sensing train control method provided by the above methods, such as including:

[0138] Target information is determined based on interlocking and intelligent sensing; the target information includes: communication status information between intelligent sensing devices and interlocking, virtual logic segment status information of intelligent sensing devices, axle count fault occupancy status information, and track segment status information;

[0139] The actual occupancy information of the section is determined based on the target information;

[0140] Intelligent sensing train control is performed based on the actual occupancy information of the section and the train location information.

[0141] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0142] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0143] It should also be noted that the terms "first," "second," etc., used in the embodiments of this application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first" and "second" are generally of the same class, and the number of objects is not limited. For example, the first object can be one or more.

[0144] In the embodiments of this application, the term "and / or" describes the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following associated objects have an "or" relationship.

[0145] In this application's embodiments, "determine B based on A" means that factor A must be considered when determining B. It is not limited to "B can be determined based solely on A," but should also include: "determine B based on A and C," "determine B based on A, C, and E," "determine C based on A, and further determine B based on C," etc. Additionally, it can include using A as a condition for determining B, for example, "when A meets the first condition, determine B using the first method"; another example, "when A meets the second condition, determine B," etc.; another example, "when A meets the third condition, determine B based on the first parameter," etc. Of course, it can also be a condition where A is a factor in determining B, for example, "when A meets the first condition, determine C using the first method, and further determine B based on C," etc.

[0146] In the embodiments of this application, the term "multiple" refers to two or more, and other quantifiers are similar.

[0147] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A smart sensing train control method, characterized in that, include: Target information is determined based on interlocking and intelligent sensing; The target information includes: communication status information between the intelligent sensing device and the interlocking system, virtual logic section status information of the intelligent sensing device, axle counter fault occupancy status information, and track section status information. The actual occupancy information of the section is determined based on the target information; Train positioning is performed using satellite differential base stations to determine train location information; In cases where train location information cannot be determined based on satellite differential base stations, target number information corresponding to the power transmission tower sign image is obtained; each preset number information corresponds to a preset location information; train positioning is performed based on the target number information to determine the train location information; The segment status is updated based on the actual occupancy information of the segment. When the actual occupancy status of the segment changes from occupied to idle, it is necessary to determine that the changed segment status remains unchanged for several consecutive cycles before updating the segment status. When the actual occupancy status of the segment changes from idle to occupied, the segment status is updated directly to obtain the updated segment status. Intelligent sensing train control is performed based on the updated section status and the train location information.

2. The intelligent sensing train control method according to claim 1, characterized in that, The communication status information between the intelligent sensing device and the interlock is used to indicate whether the communication between the intelligent sensing device and the interlock is normal or faulty. The virtual logical segment status information of the intelligent sensing device is used to indicate whether the segment is occupied or idle according to the intelligent sensing judgment. The axle fault occupancy status information is used to indicate whether the axle is in a fault occupancy state or not in a fault occupancy state. The track section status information is used to indicate whether the section is occupied or idle in the interlocking judgment.

3. The intelligent sensing train control method according to claim 1, characterized in that, Train positioning based on satellite differential base stations determines train location information, including: Obtain differential information from satellite differential base stations; the differential information is used to characterize the BeiDou positioning error correction amount; Train positioning is performed based on the differential information to determine the train's location information.

4. An intelligent sensing train control system, characterized in that, include: The first determining module is used to determine target information based on interlocking and intelligent sensing; The target information includes: communication status information between the intelligent sensing device and the interlocking system, virtual logic section status information of the intelligent sensing device, axle counter fault occupancy status information, and track section status information. The second determining module is used to determine the actual occupancy information of the section based on the target information; and to determine the train position information based on satellite differential base station positioning. In cases where train location information cannot be determined based on satellite differential base stations, target number information corresponding to the power transmission tower sign image is obtained; each preset number information corresponds to a preset location information; train positioning is performed based on the target number information to determine the train location information; The segment status is updated based on the actual occupancy information of the segment. When the actual occupancy status of the segment changes from occupied to idle, it is necessary to determine that the changed segment status remains unchanged for several consecutive cycles before updating the segment status. When the actual occupancy status of the segment changes from idle to occupied, the segment status is updated directly to obtain the updated segment status. The control module is used for intelligent sensing train control based on the updated section status and the train position information.

5. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the intelligent sensing train control method as described in any one of claims 1 to 3.

6. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the intelligent sensing train control method as described in any one of claims 1 to 3.

7. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the intelligent sensing train control method as described in any one of claims 1 to 3.

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