Train occupancy detection method and apparatus

Abstract

The application provides a train occupation detection method and device, the train occupation detection method comprises the following steps: acquiring a train running speed; determining a message sending frequency according to the train running speed; determining a ranging curve of the train according to the message sending frequency; and determining a train occupation condition according to the ranging curve. The train occupation detection method provided by the application can be connected with the train through communication, the communication connection is stable, misjudgment is not prone to occur, and the ranging curve is drawn through the variable frequency message, which further improves the detection accuracy and prevents misjudgment.

Description

Technical Field

[0001] This invention belongs to the field of rail transit, and in particular relates to a method and device for detecting train occupancy. Background Technology

[0002] Currently, the occupancy of communication trains is mainly determined by the location information transmitted by the train. Non-communication trains cannot transmit location information to the ground system, and mostly use axle counting systems as secondary detection equipment. The axle counting system detects train sensing plates through wheel sensors deployed outdoors along the track, determines whether a train has passed, counts the number of sensing plates, and determines the direction of train travel. The indoor host of the axle counting system processes the sensing plate information collected by the wheel sensors, and makes a determination of section occupancy / vacancy based on this information.

[0003] The axle counting system is easily affected by interference when judging train occupancy. If there are metal objects next to the track, axle scratches can easily occur, causing the system to misjudge the occupancy status. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a train occupancy detection method. This method establishes a stable communication connection with the train, reducing the likelihood of false alarms. Furthermore, it improves detection accuracy and prevents false alarms by using frequency-modulated message generation to plot distance measurement curves.

[0005] To achieve the above objectives, a train occupancy detection method is proposed according to a first aspect embodiment of the present invention. The train occupancy detection method includes: acquiring the train running speed; determining a message transmission frequency based on the train running speed; determining a distance measurement curve of the train based on the message transmission frequency; and determining the train occupancy status based on the distance measurement curve.

[0006] The train occupancy detection method according to embodiments of the present invention establishes a stable communication connection with the train, which reduces the likelihood of misjudgment. Furthermore, the method uses frequency conversion messages to plot the ranging curve, which further improves the detection accuracy and prevents misjudgment.

[0007] In some examples of the present invention, obtaining the train speed includes: obtaining a first distance and a second distance; determining the distance difference based on the first distance and the second distance; obtaining the time difference between the first distance and the second distance; and determining the train speed based on the distance difference and the time difference.

[0008] In some examples of the present invention, obtaining the first ranging and the second ranging further includes: receiving a first response message, the first response message including a first message response time and a message propagation speed; determining the first ranging based on the first message response time and the message propagation speed; receiving a second response message, the second response message including a second message response time and a message propagation speed; and determining the second ranging based on the second message response time and the message propagation speed.

[0009] In some examples of the present invention, the method further includes: determining whether the first distance measurement and the second distance measurement are within a proximity threshold, wherein the proximity threshold is a custom threshold; if they are within the proximity threshold, they are valid distance measurement data; if they are not within the proximity threshold, they are invalid distance measurement data.

[0010] In some examples of the present invention, determining the message transmission frequency based on the train speed includes: obtaining an approach threshold and the number of valid message packets within the approach threshold; and determining the message transmission frequency based on the approach threshold, the number of valid message packets, and the train speed.

[0011] In some examples of the present invention, determining the message transmission frequency based on the proximity threshold, the number of valid message packets, and the train speed includes:

[0012] The message transmission frequency F is determined according to the following formula:

[0013]

[0014] Where v is the train speed, S is the proximity threshold, and N is the number of valid message packets.

[0015] In some examples of the present invention, determining the train's ranging curve based on the message transmission frequency includes: acquiring multiple ranging results based on the message transmission frequency; and determining the train's ranging curve based on the multiple ranging results.

[0016] According to a second aspect of the present invention, a train occupancy detection device is provided, comprising: an acquisition module for acquiring train operating speed; a calculation module for determining a message transmission frequency based on the train operating speed and determining a distance measurement curve of the train based on the message transmission frequency; and a determination module for determining train occupancy status based on the distance measurement curve.

[0017] According to a third aspect of the present invention, a non-transitory computer-readable storage medium is provided thereon storing a computer program, characterized in that the program, when executed by a processor, implements the steps of the method described in the first aspect of the present invention.

[0018] According to a fourth aspect of the present invention, an electronic device is provided, characterized in that it comprises: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement the steps of the method described in the first aspect embodiment.

[0019] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] Figure 1 This is a flowchart of the train occupancy detection method provided in an embodiment of the present invention;

[0021] Figure 2 This is a flowchart of a train occupancy detection method provided in another embodiment of the present invention;

[0022] Figure 3 This is a flowchart of a train occupancy detection method provided in another embodiment of the present invention;

[0023] Figure 4 This is a schematic diagram of the train occupancy detection device provided by the present invention. Detailed Implementation

[0024] To make the technical problems solved, the technical solutions, and the beneficial effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0025] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0026] The following is for reference. Figure 1-4 A train occupancy detection method according to an embodiment of the present invention is described in detail.

[0027] In some embodiments, such as Figure 1 As shown, the train occupancy detection method includes the following steps:

[0028] S101, obtain the train speed.

[0029] In some embodiments, when implementing the train occupancy detection method, it is first necessary to obtain the train's operating speed. There are various ways to obtain the train's operating speed, and it is not limited to the methods provided in this application. For example, it is also possible to communicate with the train to directly obtain the train's operating speed.

[0030] In some embodiments, such as Figure 2 As shown, step S101, obtaining the train speed, further includes:

[0031] S201, Obtain the first and second distance measurements.

[0032] In some embodiments, to obtain the train's speed, it is first necessary to measure the distance of the train, that is, to measure the distance between the train and the signal transmission point.

[0033] In some embodiments, step S201, obtaining the first ranging and the second ranging, further includes:

[0034] Receive the first response message, which includes the first message response time and message propagation speed;

[0035] The first ranging is determined based on the first message response time and message propagation speed;

[0036] Receive a second response message, which includes the response time and propagation speed of the second message;

[0037] The second ranging is determined based on the second message response time and message propagation speed.

[0038] In some embodiments, a first response message sent by the train can be received based on the transmitted ranging signal. The first response message includes a first message response time and a message propagation speed. Since the first message response time (the time it takes for the message to travel from the train to the ranging signal originating point) and the message propagation speed are known, the first ranging of the train can be easily determined based on these two conditions.

[0039] In some embodiments, a second ranging signal is emitted within a very short interval, thereby receiving a second response message. This second response message includes the second message response time and the message propagation speed. Since the second message response time (the time it takes for the message to travel from the train to the ranging signal emission point) and the message propagation speed are known, the second ranging of the train can be easily determined based on these two conditions.

[0040] S202, determine the distance difference based on the first distance measurement and the second distance measurement.

[0041] In some embodiments, after obtaining the first distance measurement and the second distance measurement, the distance difference between the first distance measurement and the second distance measurement is the distance traveled by the train within the time interval between the two distance measurements.

[0042] S203, obtain the time difference between the first ranging and the second ranging;

[0043] In some embodiments, after obtaining the distance difference between the two distance measurements, the time difference between the first and second distance measurements is also needed to calculate the train's speed. The time difference between the two distance measurements can be easily obtained by simply knowing the time difference between the two transmitted messages, and will not be elaborated upon here.

[0044] S204, determine the train speed based on the distance difference and the time difference.

[0045] In some embodiments, the train speed can be obtained by acquiring the distance difference and the time difference. It should be noted that since the time interval between the two distance measurements is extremely short, it can be approximated that the train moves at a constant speed between the two measurements. This speed is the calculated train speed.

[0046] In some embodiments, the train occupancy detection method further includes:

[0047] Determine whether the first and second distance measurements are within a proximity threshold, which is a user-defined threshold.

[0048] If the distance is close to the threshold, it is considered valid ranging data;

[0049] If the distance is not within the threshold range, the ranging data is invalid.

[0050] In some embodiments, it should be noted that certain preconditions are required for train occupancy measurement. Before measurement, the train occupancy detection device transmits messages at a fixed low frequency. The effective range of the train occupancy detection device is relatively long, typically reaching about 30 meters. When the train receives the message from the train occupancy detection device at a considerable distance, the distance measurement information has already traveled too far, making it inaccurate. Furthermore, such long-distance measurement information is unnecessary; therefore, the distance measurement information at this point is invalid.

[0051] Therefore, a defined proximity threshold needs to be established, typically 5 meters. Only when the train is within this proximity threshold range is the distance the ranging information travels relatively short, the data more accurate, and it can more accurately reflect the train's departure or approach status. Therefore, when acquiring train ranging information, it is also necessary to determine whether the ranging information is within the proximity threshold; only information within the proximity threshold is considered valid ranging information.

[0052] S102 determines the message transmission frequency based on the train's operating speed.

[0053] In some embodiments, after obtaining the train speed, it is also necessary to determine the message transmission frequency.

[0054] In some embodiments, such as Figure 3 As shown, step S102, determining the message transmission frequency based on the train's operating speed, also includes:

[0055] S301, obtain the proximity threshold and the number of valid message packets within the proximity threshold.

[0056] In some embodiments, to determine the message transmission frequency, in addition to obtaining the train speed, it is also necessary to obtain the proximity threshold. It should be noted that the proximity threshold is a custom threshold, generally defined as 5 meters. Under normal circumstances, when the train has not entered the proximity threshold, the train occupancy detection device periodically initiates a low-frequency (e.g., 2Hz) wireless communication broadcast to the ground, detecting train proximity information in real time and performing device self-checks. However, when the train enters the proximity threshold, the train occupancy detection device cannot continue to detect at a low frequency; otherwise, the train might leave the proximity threshold range before distance measurement is performed. In this case, it is necessary to change the frequency according to the actual train speed to perform frequency-modulated message transmission. Therefore, it is necessary to obtain the proximity threshold and the number of valid message packets within the proximity threshold.

[0057] S302 determines the message sending frequency based on the proximity threshold, the number of valid message packets, and the train speed.

[0058] In some embodiments, after obtaining the proximity threshold, the number of valid message packets, and the train speed, the message transmission frequency can be calculated according to the formula.

[0059] In some embodiments, step S302, determining the message transmission frequency based on the proximity threshold, the number of valid message packets, and the train speed, further includes:

[0060] The message transmission frequency F is determined according to the following formula:

[0061]

[0062] Where v is the train speed, S is the approach threshold, and N is the number of valid message packets.

[0063] In some embodiments, both the proximity threshold and the number of valid packets are available values. Therefore, the formula shows that the message transmission frequency is positively correlated with the train speed. The faster the train travels, the faster the message transmission frequency. This prevents situations where the train travels too fast, causing it to pass the entire proximity threshold before a message is sent, thus preventing ranging from being performed.

[0064] S103, determine the train's distance measurement curve based on the message transmission frequency.

[0065] In some embodiments, after obtaining the message transmission frequency, the train's ranging curve is determined based on the message transmission frequency.

[0066] In some embodiments, step S103, determining the train's ranging curve based on the message transmission frequency, further includes:

[0067] Based on the message sending frequency, multiple ranging results are obtained;

[0068] The train's distance measurement curve is determined based on multiple distance measurement results.

[0069] In some embodiments, when the train approaches a threshold, the train occupancy detection device and the train exchange information at least twice, depending on the message transmission frequency. Generally, five to seven exchanges are appropriate. To allow for a certain packet loss rate, the number of exchanges can be increased appropriately. Through multiple exchanges, multiple ranging results are determined, allowing for the plotting of a ranging curve.

[0070] S104. Determine train occupancy status based on the distance measurement curve.

[0071] In some embodiments, after obtaining the train's distance measurement curve, the train's occupancy status can be easily determined. The train's departure or approach can be clearly displayed through the distance measurement curve.

[0072] The train occupancy detection method according to embodiments of the present invention establishes a stable communication connection with the train, which reduces the likelihood of misjudgment. Furthermore, the method uses frequency conversion messages to plot the ranging curve, which further improves the detection accuracy and prevents misjudgment.

[0073] like Figure 4 As shown, the present invention also provides a train occupancy detection device 10, comprising:

[0074] Acquisition module 100 is used to acquire train speed.

[0075] The calculation module 200 is used to determine the message transmission frequency based on the train's running speed and to determine the train's distance measurement curve based on the message transmission frequency.

[0076] The determination module 300 is used to determine the train occupancy status based on the distance measurement curve.

[0077] In some specific embodiments, the train occupancy detection device 10 sends a message and receives a first response message from the train. The first response message includes the first message response time and the message propagation speed. Since the first message response time (the time it takes for the message to travel from the train to the ranging signal originating point) is known, and the message propagation speed is also obtained, the first distance of the train can be easily determined based on these two conditions. Similarly, the second distance of the train can be obtained.

[0078] It's important to note that train occupancy detection requires certain prerequisites. Before measurement, the train occupancy detection device transmits messages at a fixed low frequency. Its effective range is relatively long, typically around 30 meters. When a train receives the message from the occupancy detection device at a considerable distance, the distance measurement information has already traveled too far, making it inaccurate. Furthermore, such long-distance measurement is unnecessary; therefore, the distance measurement data obtained at this point is invalid.

[0079] Therefore, a defined proximity threshold needs to be established, typically 5 meters. Only when the train is within this proximity threshold range is the distance the ranging information travels relatively short, the data more accurate, and it can more accurately reflect the train's departure or approach status. Therefore, when acquiring train ranging information, it is also necessary to determine whether the ranging information is within the proximity threshold; only information within the proximity threshold is considered valid ranging information.

[0080] When both the first and second distance measurements are valid, the distance difference is determined by the difference between them. The time difference between the two distance measurements can be obtained simply by calculating the time difference between the two transmitted messages. This allows us to obtain the train speed. It's important to note that because the time interval between the two distance measurements is extremely short, we can approximate the train's movement as uniform between the two measurements. This speed is the calculated train speed.

[0081] When a train enters the approach threshold, the train occupancy detection device cannot continue detection at a low frequency. Otherwise, the train might leave the approach threshold range before distance measurement is performed. In this case, it is necessary to change the frequency according to the actual operating speed of the train and send frequency-converted messages. Therefore, it is necessary to obtain the approach threshold and the number of valid message packets within the approach threshold.

[0082] After obtaining the proximity threshold, the number of valid message packets, and the train speed, the message transmission frequency F is determined according to the following formula:

[0083]

[0084] Where v is the train speed, S is the approach threshold, and N is the number of valid message packets.

[0085] When the train approaches the threshold, the train occupancy detection device and the train exchange information at least twice, depending on the message transmission frequency. Generally, five to seven exchanges are appropriate. To allow for a certain packet loss rate, the number of exchanges can be increased appropriately. Through multiple exchanges, multiple ranging results are determined, allowing for the plotting of a ranging curve.

[0086] Once the train's distance measurement curve is obtained, the occupancy status of the train can be easily determined. Whether the train is leaving or approaching can be clearly displayed through the distance measurement curve.

[0087] In some embodiments, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that the program, when executed by a processor, implements the steps of a train occupancy detection method.

[0088] In some embodiments, the present invention also provides an electronic device, comprising:

[0089] A memory on which computer programs are stored;

[0090] A processor is used to execute a computer program in memory to implement the steps of a train occupancy detection method.

[0091] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0092] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0093] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention 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 the present invention, and should all be included within the protection scope of the present invention.

[0094] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0095] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A method for detecting train occupancy, characterized in that, The method includes: Obtain the train's operating speed; The message transmission frequency is determined based on the train's operating speed. The distance measurement curve of the train is determined based on the message transmission frequency. Based on the distance measurement curve, determine the train occupancy status; Determining the message transmission frequency based on the train's operating speed includes: Obtain the proximity threshold and the number of valid message packets within the proximity threshold; The message transmission frequency is determined based on the proximity threshold, the number of valid message packets, and the train speed.

2. The method as described in claim 1, characterized in that, The acquisition of train speed includes: Obtain the first and second distance measurements; Determine the distance difference based on the first distance measurement and the second distance measurement; Obtain the time difference between the first ranging and the second ranging; The train speed is determined based on the distance difference and the time difference.

3. The method as described in claim 2, characterized in that, The process of obtaining the first and second ranging measurements also includes: Receive a first response message, the first response message including the first message response time and the message propagation speed; The first ranging is determined based on the first message response time and the message propagation speed; Receive a second response message, the second response message including the second message response time and the message propagation speed; The second ranging is determined based on the second message response time and the message propagation speed.

4. The method as described in claim 2, characterized in that, The method further includes: Determine whether the first distance measurement and the second distance measurement are within a proximity threshold, wherein the proximity threshold is a user-defined threshold; If the distance is within the proximity threshold, it is considered valid ranging data; If the distance is not within the proximity threshold, the ranging data is invalid.

5. The method as described in claim 1, characterized in that, The step of determining the message transmission frequency based on the proximity threshold, the number of valid message packets, and the train speed includes: The message transmission frequency F is determined according to the following formula: Where v is the train speed, S is the proximity threshold, and N is the number of valid message packets.

6. The method as described in claim 1, characterized in that, Determining the train's ranging curve based on the message transmission frequency includes: Based on the message transmission frequency, multiple ranging results are obtained; The distance measurement curve of the train is determined based on multiple distance measurement results.

7. A train occupancy detection device, characterized in that, include: The acquisition module is used to acquire the train's running speed; A calculation module, which is used to determine the message transmission frequency based on the train's operating speed; The distance measurement curve of the train is determined based on the message transmission frequency. The calculation module is also used to obtain the proximity threshold and the number of valid message packets within the proximity threshold; and to determine the message transmission frequency based on the proximity threshold, the number of valid message packets, and the train speed. The determining module is used to determine the train occupancy status based on the distance measurement curve.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-6.

9. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-6.

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