A train operation control method, device, electronic equipment and medium

Abstract

The present invention discloses a train operation control method, device, electronic device and medium, which relates to the field of train control. In this solution, the train determines the first position by obtaining the current satellite positioning information before entering the tunnel. When the train enters the tunnel, the actual distance the train runs after entering the tunnel is determined by the number of metal sleepers the train passes through. The actual running track of the train is determined and the operation of the train is controlled according to the transponder set beside the preset running track. In this solution, there is no need to use the accumulation method and calculate the running distance of the train, which greatly reduces the error in the process of determining the train position and facilitates the actual control of the train operation; this solution also does not need to set multiple BTM transponders on the track to calibrate the distance error, which greatly reduces the cost of the solution. In addition, this solution can control the actual operation of the train through the transponder, which greatly reduces the cost and time of train operation control.

Description

Technical Field

[0001] The present invention relates to the field of train control, and in particular to a train operation control method, device, electronic equipment and medium. Background Art

[0002] With the development of science and technology, rail vehicles are more and more widely used. The existing rail vehicle positioning method uses the train speed and running time to calculate the distance traveled by the train in each cycle, and accumulates it to obtain the running distance of the last train, and finally obtains the train positioning. However, in this traditional positioning method, since the distance needs to be accumulated in each cycle, the calculation error of each cycle is accumulated, resulting in an increasing error, which makes the train operation control more and more inaccurate. The existing solution is to add multiple BTM (Balise Transmission Module, balise information receiving unit) balises to calibrate the running distance of the train when the train is running. However, due to the high cost of BTM balises, the current train operation control system has a high cost. In addition, in the prior art, generally by laying optical fibers and corresponding wireless devices beside the track, the status information of multiple running tracks is collected, and then the status information is transmitted to the regional management controller through the wireless device. The optimal running route of the rail vehicle is selected through the control of the regional management controller, and then the actual operation of the train is controlled. The entire train operation control process consumes a lot of time and requires a high cost. Summary of the invention

[0003] The purpose of the present invention is to provide a train operation control method, device, electronic device and medium. In this solution, there is no need to use the accumulation method and calculate the running distance of the train, which greatly reduces the error in the process of determining the train position and facilitates the actual control of the train operation; this solution also does not need to set up multiple BTM transponders on the track to calibrate the distance error, which greatly reduces the cost of the solution. In addition, this solution can control the actual operation of the train through the transponder, greatly reducing the cost and time of train operation control.

[0004] In order to solve the above technical problems, the present invention provides a train operation control method, comprising:

[0005] Get the current satellite positioning information of the current train;

[0006] Determining a first position of the current train before entering the tunnel according to the current satellite positioning information;

[0007] Determine the number of metal sleepers passed by the current train according to the transponder disposed in the tunnel, determine the actual distance traveled by the current train after entering the tunnel according to the number, and determine the second position of the current train after entering the tunnel according to the first position and the actual distance;

[0008] The actual running track of the current train after exiting the tunnel is determined according to a number of transponders corresponding to a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train, the actual running track is controlled to be opened, and the current train is controlled to run on the actual running track, and the target position is located on the actual running track.

[0009] Optionally, after obtaining the current satellite positioning information of the current train, the method further includes:

[0010] Obtaining reference longitude and latitude information on an electronic map marked based on the satellite positioning information of the current train;

[0011] Determine whether the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold;

[0012] If the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold, it is determined that the current position of the current train is accurate, and the step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information is triggered;

[0013] If the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the benchmark longitude and latitude information is not less than a preset threshold, it is determined that the current position of the current train is inaccurate, and the current longitude and latitude information is adjusted based on the benchmark longitude and latitude information so that the adjusted current longitude and longitude information is equal to the benchmark longitude and longitude information, and the step of determining the first position of the current train before entering the tunnel based on the current satellite positioning information is triggered.

[0014] Optionally, after determining the second position of the current train after entering the tunnel according to the first position and the actual distance, the method further includes:

[0015] Acquire current ground information of the current train;

[0016] Determine whether a difference between the second position and a reference position corresponding to the current ground information is less than a preset threshold;

[0017] If the difference between the second position and the reference position corresponding to the current ground information is less than a preset threshold, it is determined that the current position of the current train is accurately positioned, and the step of determining the actual running track of the current train after exiting the tunnel according to the plurality of transponders correspondingly arranged beside the plurality of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train is triggered;

[0018] If the difference between the second position and the reference position corresponding to the current ground information is not less than a preset threshold, it is determined that the current position of the current train is inaccurate, and the second position is adjusted based on the reference position so that the adjusted second position is the same as the reference position, and the step of determining the actual running track of the current train after exiting the tunnel based on a number of transponders corresponding to a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train is triggered.

[0019] Optionally, determining the actual running track of the current train after exiting the tunnel according to a number of transponders correspondingly arranged beside a number of preset running tracks after the current train exits the tunnel, the second position, and the target position of the current train includes:

[0020] Determine a plurality of preset running track combinations between the second position and the target position;

[0021] The actual running track of the current train after exiting the tunnel is determined based on each of the transponders and each of the preset running track combinations.

[0022] Optionally, the determining the actual running track of the current train after exiting the tunnel based on each of the transponders and each of the preset running track combinations includes:

[0023] Sending the number of the current train to each of the transponders, and determining the preset running tracks that are not in working state among the current preset running tracks according to the numbers of the remaining trains transmitted by each of the transponders and the state signals transmitted by the transponders through which the remaining trains pass;

[0024] Determine a preset running track combination that is not in a working state according to each of the preset running tracks that are not in a working state and each of the preset running track combinations;

[0025] Determining the actual distance of each of the preset running track combinations that are not in a working state;

[0026] The actual running track is determined based on the size sorting results of the actual distances and the combination of the preset running tracks that are not in a working state.

[0027] In order to solve the above technical problems, the present invention also provides a train operation control device, comprising:

[0028] An acquisition module is used to obtain the current satellite positioning information of the current train;

[0029] A first determination module, configured to determine a first position of the current train before entering the tunnel according to the current satellite positioning information;

[0030] a second determination module, configured to determine the number of metal sleepers passed by the current train according to the transponders arranged in the tunnel, determine the actual distance traveled by the current train after entering the tunnel according to the number, and determine the second position of the current train after entering the tunnel according to the first position and the actual distance;

[0031] The third determination module is used to determine the actual running track of the current train after exiting the tunnel according to a number of transponders corresponding to a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train, control the actual running track to open, and control the current train to run on the actual running track, and the target position is located on the actual running track.

[0032] Optionally, also include:

[0033] An acquisition unit, used for acquiring reference longitude and latitude information on an electronic map marked based on the satellite positioning information of the current train;

[0034] A judging unit, used to judge whether the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold;

[0035] a first determination unit, configured to determine that the current position of the current train is accurate when the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold, and trigger the step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information;

[0036] The second determination unit is used to determine that the current position of the current train is inaccurate when the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is not less than a preset threshold value, and adjust the current longitude and latitude information based on the reference longitude and latitude information so that the adjusted current longitude and longitude information is equal to the reference longitude and longitude information, and trigger the step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information.

[0037] Optionally, the third determining module includes:

[0038] A first determining unit, used to determine a plurality of preset running track combinations between the second position and the target position;

[0039] The second determination unit is used to determine the actual running track of the current train after it exits the tunnel based on each of the transponders and each of the preset running track combinations.

[0040] In order to solve the above technical problems, the present invention further provides an electronic device, comprising:

[0041] Memory for storing computer programs;

[0042] A processor is used to implement the steps of the train operation control method as described above when executing the computer program.

[0043] In order to solve the above technical problems, the present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the train operation control method as described above are implemented.

[0044] The purpose of the present invention is to provide a method, device, electronic device and medium for controlling the operation of a train. In this solution, the train determines the first position by acquiring the current satellite positioning information before entering the tunnel. When the train enters the tunnel, the actual distance the train runs after entering the tunnel is determined by the number of metal sleepers the train passes through. The actual running track of the train is determined and the operation of the train is controlled according to the transponder set beside the preset running track. In this solution, there is no need to use the accumulation method and calculate the running distance of the train, which greatly reduces the error in the process of determining the train position and facilitates the actual control of the train operation; this solution also does not need to set up multiple BTM transponders on the track to calibrate the distance error, which greatly reduces the cost of the solution. In addition, this solution can control the actual operation of the train through the transponder, which greatly reduces the cost and time of train operation control. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0046] Figure 1 A process flow chart of a train operation control method provided by the present invention;

[0047] Figure 2 A schematic diagram of the principle of information interaction between a train and an on-board fusion speed measurement system provided by the present invention;

[0048] Figure 3 A schematic diagram of the structure of a train operation control device provided by the present invention;

[0049] Figure 4 The present invention provides a schematic structural diagram of an electronic device. DETAILED DESCRIPTION

[0050] The core of the present invention is to provide a train operation control method, device, electronic device and medium. In this solution, there is no need to use the accumulation method and calculate the running distance of the train, which greatly reduces the error in the process of determining the train position and facilitates the actual control of the train operation; this solution also does not need to set up multiple BTM transponders on the track to calibrate the distance error, which greatly reduces the cost of the solution. In addition, this solution can control the actual operation of the train through the transponder, greatly reducing the cost and time of train operation control.

[0051] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0052] Please refer to Figure 1 , Figure 1 A process flow chart of a train operation control method provided by the present invention. The train operation control method comprises:

[0053] S11: Obtain the current satellite positioning information of the current train;

[0054] S12: determining a first position of the current train before entering the tunnel according to the current satellite positioning information;

[0055] S13: determining the number of metal sleepers passed by the current train according to the transponders arranged in the tunnel, determining the actual distance traveled by the current train after entering the tunnel according to the number, and determining the second position of the current train after entering the tunnel according to the first position and the actual distance;

[0056] S14: Determine the actual running track of the current train after exiting the tunnel according to a number of transponders correspondingly set beside a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train, control the actual running track to be opened, and control the current train to run on the actual running track, with the target position being on the actual running track.

[0057] In the present invention, because the actual operation of the train is divided into operation in the tunnel and operation outside the tunnel, when the train is running outside the tunnel, because the satellite signal can be received by the train, the train can determine the first position according to the acquired satellite positioning information. When the train enters the tunnel, the satellite signal cannot be received by the train due to the obstruction of the tunnel. Therefore, it is necessary to determine the actual distance the train has run after entering the tunnel according to the number of metal sleepers passed by the train. Because the train is in the first position before entering the tunnel and has run the actual distance in the tunnel, the second position of the train after entering the tunnel can be determined according to the first position and the actual distance. At this time, because the train needs to perform autonomous operation control and drive to the target position after exiting the tunnel, it is necessary to determine the actual running track of the train after exiting the tunnel based on the determined second position and the target position, and control the train to run on the actual running track to complete the entire operation process of the train. In this scheme, when the train is outside the tunnel, the train position can be located by satellite positioning. When the train is inside the tunnel, the train position can be determined by the first position determined outside the tunnel and the actual distance running in the tunnel. There is no need to calculate the running distance of the train by the accumulation method, which greatly reduces the error in the process of determining the train position and facilitates the actual control of the train operation. Moreover, this scheme does not require setting up multiple BTM transponders on the track to calibrate the distance error, which greatly reduces the cost of the scheme.In addition, considering that there are several preset running tracks between the train and the target position after it exits the tunnel, and each preset running track can be combined accordingly to make the final destination the target position, but each preset running track may be in working state at present, so in order to save running time, the actual running track is selected from each preset running track through the transponder, which greatly reduces the actual running distance and running time of the train, greatly reduces the running power consumption, and greatly improves the efficiency of the scheme. Moreover, because the actual distance that the train runs in the tunnel in this scheme is determined by the transponder laid in the tunnel, in order to control the operation of the train in the prior art, it is necessary to lay optical fiber and wireless equipment beside the track, and to sort out the status signals sent by the wireless equipment through the regional controller to select the appropriate route and transmit the corresponding control signal to the train controller to control the actual operation of the train. However, the cost required for this operation control mode is too high, and because the signal needs to be transmitted from the optical fiber to the wireless device, and then transmitted from the wireless device to the regional controller, The regional controller also needs to integrate the received status signals before sending control signals to the train, which greatly reduces the efficiency of train operation control. Because there is a certain delay in signal transmission, the actual running route of the train may not follow the expected route, which is easy to cause failures. Therefore, this solution takes into account that the existing train control method needs to use the optical fiber, wireless equipment and regional wireless controller laid beside the track to determine the actual running route of the train, and control the train to run according to the route, resulting in excessively high cost requirements and low efficiency of the entire solution. Therefore, this solution uses a transponder that can be triggered when the train passes and establish communication with the train. Therefore, the actual running track of the train is determined by the transponder set beside the track. The train will control the actual running track to open and run to the target position through the actual running track. Because this solution is for the train controller to select the running route through the transponder that has just passed, this method not only reduces the cost of the solution, but also greatly saves the time of operation control and improves the efficiency and safety of the solution.

[0058] It should be noted that in actual applications, the current satellite positioning information is generally provided by the GPS positioning system. When the train runs between various sections, the positioning point is converged to each track section on the electronic map during the continuous positioning process. The on-board host of the train matches and locates based on the current satellite positioning information and the longitude and latitude information of the line correction section. After the match is successful, the distance between the train and the signal in front is calculated, and the current position of the train is corrected. At the same time, in actual applications, BTM active transponders can be set at the switches of the track, and point response methods can be used in tunnels and other places. When the train passes through the BTM transponder, the BTM transponder sends ground data to the train, and the train selects the authorized path of the electronic map. Information exchange is carried out between the train and the ground equipment to realize the function of autonomous operation of the train, which greatly reduces the construction cost and maintenance cost of the BTM transponder beside the track and realizes the function of autonomous operation of the train.

[0059] It should also be noted that in actual applications, when the train is outside the tunnel, this solution can use GPS (Global Positioning System) satellite positioning technology to replace the BTM transponder and sleeper speed measurement to reduce costs. When the train is inside the tunnel, this solution can use a new eddy current positioning system to replace the BTM transponder, sleeper speed measurement and radar speed measurement equipment. The new eddy current positioning system is used to measure the actual distance the train travels in the tunnel, which greatly reduces costs and improves distance measurement accuracy. Therefore, this solution can use a fusion method that combines BTM transponders, new eddy current positioning systems, and GPS satellite positioning systems to calculate the train position, and the system can also choose which method to calculate the train position based on the line data.

[0060] It should also be noted that in actual applications, the on-board fusion speed measurement system for positioning the train generally includes three types of positioning devices: high-precision eddy current speed measurement positioning, BTM positioning and Beidou differential positioning. The system has distinguished the sections where each scene is located in the electronic map, and clearly specifies the fusion positioning device to be used in each section. When the train enters the corresponding section, the system will select the corresponding positioning device to position the train. The train operation scenarios mainly include sleep wake-up, main line operation, inbound parking, outbound operation and other operational scenarios. The train uses the satellite navigation system to locate when it is sleep and wake-up, and can be calibrated by moving through the transponder; when the train is running on the main line (from the starting point to the tunnel), the satellite positioning system collects satellite positioning points and locates them on the track described by the electronic map, so as to realize the continuous positioning of the train using satellite data, and calibrate the positioning information through the transponder; when the train enters the tunnel or platform, the satellite signal is blocked. Therefore, a high-precision eddy current speed measurement positioning system is used to locate the train and accurately stop, and the transponder is also used to calibrate the positioning information. Such as Figure 2As shown, taking the main control unit and input / output unit in the train as an example, it represents the process of information interaction between the train and the on-board fusion speed measurement system during actual operation to obtain position information and calibration information. For example, the input / output unit of the train can collect the position information transmitted by the BTM transponder, the position information transmitted by the eddy current speed measurement positioning device, and the position information transmitted by the electronic map positioned by the GPS differential positioning device. The main control unit will control the actual operation of the train according to the above-mentioned acquired position information.

[0061] It should also be noted that, in actual applications, the method for positioning the train outside the tunnel can be GPS positioning, Beidou satellite positioning or other positioning methods, and the method for measuring the train travel distance in the tunnel can be measured through a new eddy current positioning system (eddy current speed measurement positioning device) or other positioning systems. The calibration of the actual operation of the train can be carried out using a BTM transponder or other calibration devices, and this application does not make any special limitations here.

[0062] This embodiment provides a method for controlling the operation of a train. In this solution, the train determines the first position by acquiring the current satellite positioning information before entering the tunnel. When the train enters the tunnel, the actual distance the train has traveled after entering the tunnel is determined by the number of metal sleepers the train has passed. The actual running track of the train is determined and the operation of the train is controlled based on the transponder set next to the preset running track. In this solution, there is no need to use the accumulation method and calculate the running distance of the train, which greatly reduces the error in the process of determining the train position and facilitates the actual control of the train operation; this solution also does not need to set up multiple BTM transponders on the track to calibrate the distance error, which greatly reduces the cost of the solution. In addition, this solution can control the actual operation of the train through the transponder, which greatly reduces the cost and time of train operation control.

[0063] Based on the above embodiments:

[0064] As an optional embodiment, after obtaining the current satellite positioning information of the current train, the method further includes:

[0065] Obtaining the reference longitude and latitude information on the electronic map marked based on the satellite positioning information of the current train;

[0066] Determine whether the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold;

[0067] If the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold, it is determined that the current position of the current train is accurate, and a step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information is triggered;

[0068] If the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the benchmark longitude and latitude information is not less than a preset threshold, it is determined that the current position of the current train is inaccurate, and the current longitude and latitude information is adjusted based on the benchmark longitude and latitude information so that the adjusted current longitude and longitude information is equal to the benchmark longitude and longitude information, and the step of determining the first position of the current train before entering the tunnel based on the current satellite positioning information is triggered.

[0069] In the present invention, after obtaining the current satellite positioning information, the present solution can also calibrate the current satellite positioning information. The specific method is as follows: considering that the positioning system will send satellite positioning information to the electronic map while locating the train position to generate a corresponding positioning point on the electronic map, and considering the delay of the train receiving the satellite signal, the longitude and latitude information corresponding to the corresponding positioning point on the electronic map is more accurate than the satellite positioning information obtained by the train. Therefore, the reference longitude and latitude information on the electronic map marked based on the satellite positioning information of the train is first obtained, and it is determined whether the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold value. If If the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than the preset threshold, it proves that the current position of the train is accurate; conversely, if the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is not less than the preset threshold, it proves that the current position of the train is inaccurate. At this time, it is necessary to adjust the current longitude and latitude information corresponding to the current satellite positioning information based on the reference longitude and latitude information so that the adjusted current longitude and latitude information is equal to the reference longitude and latitude information. This scheme makes corresponding judgment and calibration on the position of the train outside the tunnel, so that the positioning of the train is more accurate and easier to carry out subsequent autonomous operation control.

[0070] It should be noted that because the distance between metal sleepers in the tunnel is fixed, after determining the number of metal sleepers the train passes through, the number and the preset distance between the metal sleepers are substituted into the actual distance determination formula (actual distance = preset distance × (number - 1)) to determine the actual distance traveled by the train after entering the tunnel, thereby ensuring the accuracy of the actual distance determination process.

[0071] As an optional embodiment, after determining the second position of the current train after entering the tunnel according to the first position and the actual distance, the method further includes:

[0072] Get the current ground information of the current train;

[0073] Determine whether the difference between the second position and the reference position corresponding to the current ground information is less than a preset threshold;

[0074] If the difference between the second position and the reference position corresponding to the current ground information is less than a preset threshold, it is determined that the current position of the current train is accurately positioned, and a step is triggered to determine the actual running track of the current train after exiting the tunnel according to a number of transponders correspondingly set beside a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train;

[0075] If the difference between the second position and the reference position corresponding to the current ground information is not less than a preset threshold, it is determined that the current position of the current train is inaccurate, and the second position is adjusted based on the reference position so that the adjusted second position is the same as the reference position, and the step of determining the actual running track of the current train after exiting the tunnel based on a number of transponders corresponding to a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train is triggered.

[0076] In the present invention, after determining the second position of the train after entering the tunnel, the present solution can also calibrate the second position. The specific method is as follows: considering that the determination of the actual distance of the train after entering the tunnel also requires corresponding calculations, there may be certain calculation errors, so it is necessary to obtain the current ground information with the help of a ground calibration system, and use the reference position corresponding to the current ground information as a reference to determine whether the difference between the second position and the reference position corresponding to the current ground information is less than a preset threshold. If the difference between the second position and the reference position corresponding to the current ground information is less than the preset threshold, it proves that the current position of the train is accurately positioned; conversely, if the difference between the second position and the reference position corresponding to the current ground information is not less than the preset threshold, it proves that the current position of the train is inaccurate. At this time, the train needs to adjust the second position based on the reference position so that the adjusted second position is the same as the reference position. The present solution obtains the current ground information to make a real-time judgment on the accuracy of the second position of the train after entering the tunnel, and when it is determined that there is an error in the second position, the second position is calibrated based on the reference position corresponding to the current ground information, so that the positioning of the train is more accurate and more convenient for the autonomous operation control of subsequent trains.

[0077] As an optional embodiment, determining the actual running track of the current train after exiting the tunnel according to a number of transponders correspondingly arranged beside a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train includes:

[0078] Determine a plurality of preset running track combinations between the second position and the target position;

[0079] The actual running track of the current train after exiting the tunnel is determined based on each balise and each preset running track combination.

[0080] In the present invention, it is considered that there are multiple preset running tracks between the train running from the second position to the target position, and each running track has different combinations, for example: the train can run to the target position through the first preset running track and the third preset running track, and the train can also run to the target position through the second preset running track and the fourth preset running track, and so on. Therefore, the specific process of determining the actual running track of the current train after exiting the tunnel according to the corresponding several transponders set beside the several preset running tracks after the current train exits the tunnel, the second position and the target position of the current train is actually to first determine the several preset running track combinations between the second position and the target position, and then confirm the actual running track of the current train after exiting the tunnel through the transponders beside each preset running track and each preset running track combination, that is, select the running track combination that meets the conditions from each preset running track combination to meet the actual needs of train control.

[0081] As an optional embodiment, determining the actual running track of the current train after exiting the tunnel based on each balise and each preset running track combination includes:

[0082] The number of the current train is sent to each balise, and the preset running tracks that are not in working state among the current preset running tracks are determined according to the numbers of the remaining trains transmitted by each balise and the state signals transmitted by the balises through which the remaining trains pass;

[0083] Determine a preset running track combination that is not in a working state according to each preset running track that is not in a working state and each preset running track combination;

[0084] Determine the actual distance of each preset running track combination that is not in working state;

[0085] The actual running track is determined based on the size sorting results of the actual distances and the combination of preset running tracks that are not in a working state.

[0086] In the present invention, considering that the train can exchange information with the transponder after passing through the transponder, and there is a communication network between the transponders, the train controller will send the number of the current train to the transponder, and the transponder can send the numbers of the remaining trains sent by the remaining transponders and the transponders passed by the remaining trains to the current train, so that the current train can determine the specific current positions of the remaining trains, that is, the specific running tracks, according to the numbers of the remaining trains and the transponders passed by the remaining trains, and then determine the preset running tracks that are not in a working state, and then match each preset running track that is not in a working state with the preset running track combination, and determine the preset running track combination that is not in a working state. In addition, considering the distance difference between each preset running track combination that is not in a working state, it is also necessary to determine the actual distance of each preset running track combination that is not in a working state, and finally determine the actual running track based on the size sorting results of each actual distance and each preset running track combination that is not in a working state, so that the selected preset running track combination can be in a working state as little as possible, and the distance of the selected preset running track combination can be smaller than the distance of other preset running track combinations that are not in a working state, thereby greatly reducing the actual running distance and running time of the train, greatly reducing the running power consumption, and greatly improving the efficiency of the scheme.

[0087] Please refer to Figure 3 , Figure 3 The present invention provides a schematic diagram of the structure of a train operation control device. The train operation control device includes:

[0088] The acquisition module 11 is used to acquire the current satellite positioning information of the current train;

[0089] A first determination module 12, used to determine a first position of the current train before entering the tunnel according to current satellite positioning information;

[0090] The second determination module 13 is used to determine the number of metal sleepers that the current train has passed through according to the transponders arranged in the tunnel, determine the actual distance that the current train has traveled after entering the tunnel according to the number, and determine the second position of the current train after entering the tunnel according to the first position and the actual distance;

[0091] The third determination module 14 is used to determine the actual running track of the current train after exiting the tunnel according to a number of transponders correspondingly set beside a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train, control the actual running track to be opened, and control the current train to run on the actual running track, and the target position is located on the actual running track.

[0092] As an optional embodiment, it also includes:

[0093] An acquisition unit, used to acquire reference longitude and latitude information on an electronic map marked based on satellite positioning information of the current train;

[0094] A determination unit, used to determine whether the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold;

[0095] a first determination unit, configured to determine that the current position of the current train is accurate when the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold, and trigger the step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information;

[0096] The second determination unit is used to determine that the current position of the current train is inaccurate when the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is not less than a preset threshold value, and adjust the current longitude and latitude information based on the reference longitude and latitude information so that the adjusted current longitude and latitude information is equal to the reference longitude and latitude information, and trigger the step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information.

[0097] As an optional embodiment, the third determining module 14 includes:

[0098] A first determining unit, used to determine a plurality of preset running track combinations between the second position and the target position;

[0099] The second determination unit is used to determine the actual running track of the current train after it exits the tunnel based on each balise and each preset running track combination.

[0100] The train operation control device provided in this embodiment corresponds to the above method, so it has the same beneficial effects as the above method. Therefore, for the embodiments of the train operation control device part, please refer to the description of the embodiments of the method part, which will not be repeated here.

[0101] Please refer to Figure 4 , Figure 4 A schematic diagram of the structure of an electronic device provided by the present invention. The electronic device comprises:

[0102] A memory 20, used for storing computer programs;

[0103] The processor 21 is used to implement the steps of the above-mentioned train operation control method when executing the computer program.

[0104] The electronic device provided in this embodiment may include but is not limited to a smart phone, a tablet computer, a laptop computer or a desktop computer.

[0105] Among them, the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 can be implemented in at least one hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), and a programmable logic array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may also include an artificial intelligence (AI) processor, which is used to process computing operations related to machine learning.

[0106] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201, wherein, after the computer program is loaded and executed by the processor 21, it can implement the relevant steps of the train operation control method disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 202 may include Windows, Unix, Linux, etc. Data 203 may include, but is not limited to, a train operation control method, etc.

[0107] In some embodiments, the electronic device may further include a display screen 22 , an input / output interface 23 , a communication interface 24 , a power source 25 , and a communication bus 26 .

[0108] Those skilled in the art will understand that Figure 4 The structure shown in the figure does not constitute a limitation on the electronic device, and may include more or fewer components than shown in the figure.

[0109] The purpose of this embodiment is to provide an electronic device, in which the memory 20 is used to store computer programs, and the processor 21 is used to implement the steps of the above-mentioned train operation control method when executing the computer program, so as to make the control process more efficient and accurate.

[0110] The present invention also provides an embodiment corresponding to a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above-mentioned train operation control method are implemented.

[0111] It is understandable that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium to execute all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk and other media that can store program codes.

[0112] The computer-readable storage medium provided in this embodiment corresponds to the above method, and therefore has the same beneficial effects as the above method. Therefore, for the embodiments of the computer-readable storage medium part, please refer to the description of the embodiments of the method part, which will not be repeated here.

[0113] It should be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0114] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A train operation control method, characterized in that: include: Get the current satellite positioning information of the current train; Determining a first position of the current train before entering the tunnel according to the current satellite positioning information; Determine the number of metal sleepers passed by the current train according to the transponder disposed in the tunnel, determine the actual distance traveled by the current train after entering the tunnel according to the number, and determine the second position of the current train after entering the tunnel according to the first position and the actual distance; Determining the actual running track of the current train after it exits the tunnel according to a number of transponders correspondingly arranged beside a number of preset running tracks after the current train exits the tunnel, the second position, and the target position of the current train, controlling the actual running track to be opened, and controlling the current train to run on the actual running track, wherein the target position is located on the actual running track; The method of determining the actual running track of the current train after it exits the tunnel according to a plurality of transponders correspondingly arranged beside a plurality of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train comprises: Determine a plurality of preset running track combinations between the second position and the target position; Determine the actual running track of the current train after exiting the tunnel based on each of the transponders and each of the preset running track combinations; The determining the actual running track of the current train after exiting the tunnel based on each of the transponders and each of the preset running track combinations includes: Sending the number of the current train to each of the transponders, and determining the preset running tracks that are not in working state among the current preset running tracks according to the numbers of the remaining trains transmitted by each of the transponders and the state signals transmitted by the transponders through which the remaining trains pass; Determine a preset running track combination that is not in a working state according to each of the preset running tracks that are not in a working state and each of the preset running track combinations; Determining the actual distance of each of the preset running track combinations that are not in a working state; The actual running track is determined based on the size sorting results of the actual distances and the combination of the preset running tracks that are not in a working state.

2. The train operation control method according to claim 1, characterized in that: After obtaining the current satellite positioning information of the current train, the method further includes: Obtaining reference longitude and latitude information on an electronic map marked based on the satellite positioning information of the current train; Determine whether the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold; If the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold, it is determined that the current position of the current train is accurate, and the step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information is triggered; If the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the benchmark longitude and latitude information is not less than a preset threshold, it is determined that the current position of the current train is inaccurate, and the current longitude and latitude information is adjusted based on the benchmark longitude and latitude information so that the adjusted current longitude and longitude information is equal to the benchmark longitude and longitude information, and the step of determining the first position of the current train before entering the tunnel based on the current satellite positioning information is triggered.

3. The train operation control method according to claim 1, characterized in that: After determining the second position of the current train after entering the tunnel according to the first position and the actual distance, the method further includes: Acquire current ground information of the current train; Determine whether a difference between the second position and a reference position corresponding to the current ground information is less than a preset threshold; If the difference between the second position and the reference position corresponding to the current ground information is less than a preset threshold, it is determined that the current position of the current train is accurately positioned, and the step of determining the actual running track of the current train after exiting the tunnel according to the plurality of transponders correspondingly arranged beside the plurality of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train is triggered; If the difference between the second position and the reference position corresponding to the current ground information is not less than a preset threshold, it is determined that the current position of the current train is inaccurate, and the second position is adjusted based on the reference position so that the adjusted second position is the same as the reference position, and the step of determining the actual running track of the current train after exiting the tunnel based on a number of transponders corresponding to a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train is triggered.

4. A train operation control device, characterized in that: include: An acquisition module is used to obtain the current satellite positioning information of the current train; A first determination module, configured to determine a first position of the current train before entering the tunnel according to the current satellite positioning information; a second determination module, configured to determine the number of metal sleepers passed by the current train according to the transponders arranged in the tunnel, determine the actual distance traveled by the current train after entering the tunnel according to the number, and determine the second position of the current train after entering the tunnel according to the first position and the actual distance; A third determination module is used to determine the actual running track of the current train after it exits the tunnel according to a number of transponders correspondingly arranged beside a number of preset running tracks after the current train exits the tunnel, the second position and the target position of the current train, control the actual running track to be opened, and control the current train to run on the actual running track, and the target position is located on the actual running track; The third determining module comprises: A first determining unit, used to determine a plurality of preset running track combinations between the second position and the target position; A second determining unit, configured to determine the actual running track of the current train after exiting the tunnel based on each of the transponders and each of the preset running track combinations; The second determining unit is specifically configured to: Sending the number of the current train to each of the transponders, and determining the preset running tracks that are not in working state among the current preset running tracks according to the numbers of the remaining trains transmitted by each of the transponders and the state signals transmitted by the transponders through which the remaining trains pass; Determine a preset running track combination that is not in a working state according to each of the preset running tracks that are not in a working state and each of the preset running track combinations; Determining the actual distance of each of the preset running track combinations that are not in a working state; The actual running track is determined based on the size sorting results of the actual distances and the combination of the preset running tracks that are not in a working state.

5. The train operation control device according to claim 4, characterized in that: Also includes: An acquisition unit, used to acquire reference longitude and latitude information on an electronic map marked based on the satellite positioning information of the current train; A determination unit, used to determine whether a difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold; a first determination unit, configured to determine that the current position of the current train is accurate when the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is less than a preset threshold, and trigger the step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information; The second determination unit is used to determine that the current position of the current train is inaccurate when the difference between the current longitude and latitude information corresponding to the current satellite positioning information and the reference longitude and latitude information is not less than a preset threshold value, and adjust the current longitude and latitude information based on the reference longitude and latitude information so that the adjusted current longitude and longitude information is equal to the reference longitude and longitude information, and trigger the step of determining the first position of the current train before entering the tunnel according to the current satellite positioning information.

6. An electronic device, characterized in that: include: Memory for storing computer programs; A processor is used to implement the steps of the train operation control method as described in any one of claims 1 to 3 when executing the computer program.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the train operation control method according to any one of claims 1 to 3 are implemented.

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