Railway electronic map data making method and system

Abstract

The invention provides a railway electronic map data making method and system, and the method comprises the steps: S1, receiving flat adjustment information and locomotive latitude and longitude information, and judging the driving state of a train set based on the flat adjustment information; s2, station yard code position information of the train set is received, and the position of the train set head or the train set tail on the railway line, a first trackside element spanned by the train set and the moment when the train set head and the train set tail pass through the first trackside element are judged based on the driving state and the station yard code position information; s3, calculating and obtaining longitude and latitude information corresponding to the first trackside element based on the locomotive longitude and latitude information when the train head part and the train tail part pass through the first trackside element; and S4, naming the first trackside element according to a set naming rule, and generating electronic map data based on the named name of the first trackside element and the latitude and longitude information of the first trackside element. The method has the advantages that the whole-line electronic map data drawing is realized, and the on-site survey and data manufacturing cost is saved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method and system for producing railway electronic map data. Background Art

[0002] The wireless shunting train signal and monitoring system (Shunting Train Protecting, STP) is currently widely used in the shunting operation protection of stations. The STP system has been basically installed in stations with professional shunting locomotives on national or local railways. At present, the STP system mainly uses ground physical transponders set at the entrance and exit of the station or virtual transponders based on Beidou satellite positioning to realize the initial position of the locomotive, and there is no complete electronic map data.

[0003] Currently, some early warning and intelligent operation and maintenance systems on the railway (such as the railway construction protection early warning system, etc.) require high-precision electronic map data of the entire line. If aerial photography or manual surveying is used to survey and produce electronic map data for the entire line and in stations, the labor and cost involved will be relatively high.

[0004] How to realize the drawing of complete electronic map data for all stations and sections along the entire railway line, and generate electronic map data files with required elements and accuracy according to the configured data format, is a problem that needs to be solved urgently. Summary of the invention

[0005] The purpose of the present invention is to provide a method and system for producing railway electronic map data, which can realize the drawing of electronic map data of the entire line without manual testing or aerial photography, saving the production cost of electronic map data and ensuring the accuracy of electronic map data.

[0006] In order to achieve the above object, the present invention provides a method for producing railway electronic map data, wherein the train includes a locomotive and a vehicle connected to the locomotive, and the method comprises the following steps:

[0007] S1, receiving horizontal adjustment information and locomotive longitude and latitude information; judging the driving state of the train based on the horizontal adjustment information, the driving state including the pushing state and the pulling state;

[0008] S2, receiving the station code position information of the train, and determining the position of the head or the tail of the train on the railway line, the first trackside element crossed by the train, and the time T when the head or the tail of the train passes the first trackside element based on the driving state and the station code position information;

[0009] S3, calculating the longitude and latitude information corresponding to the first trackside element based on the longitude and latitude information of the locomotive at time T;

[0010] S4. Name the first trackside element according to a set naming rule, and generate electronic map data based on the name of the first trackside element and the latitude and longitude information of the first trackside element.

[0011] Optionally, the station code information includes: the route information of the train, the occupancy and clearance status of each section in the route information, and the occupancy and clearance time.

[0012] Optionally, the first trackside element includes an insulating joint and a signal disposed at a section connection, and step S2 includes:

[0013] S21, the ground host receives the station code information, and receives the locomotive latitude and longitude information and driving status sent by the onboard host;

[0014] S22, the ground host determines the first trackside element currently crossed by the train based on the occupation and clearing status of the section, and records the first trackside element as the first trackside element to be identified;

[0015] S23, when the train is in traction state, the ground host obtains the section occupied by the head of the train based on the station code information, and takes the initial occupation time of the section as the time T;

[0016] S24. When the train is in the push state, the ground host obtains the section occupied by the tail of the train based on the station code information, and uses the clearing time of the section as the time T.

[0017] Optionally, in steps S23 and S24, the electronic map data generation and verification module further calibrates the time T of occupancy clearance delay based on the section.

[0018] Optionally, step 3 further includes:

[0019] S31, the onboard host measures the travel speed of the train in real time, and sends the travel speed and travel status of the train to the electronic map data generation and verification module of the train terminal through the ground host;

[0020] S32, when the train is in traction state, the electronic map data generation and verification module calculates the time T1 when the locomotive antenna passes the first trackside element to be identified based on the travel speed of the train, the distance between the locomotive antenna and the front end of the locomotive compartment 1, and the time T; and uses the locomotive longitude and latitude information at time T1 as the longitude and latitude information of the first trackside element to be identified;

[0021] S33. When the train is in a push state, the electronic map data generation and verification module calculates the time T1 when the locomotive's onboard antenna passes the first trackside element to be identified based on the train's travel speed, the distance between the locomotive's onboard antenna and the rear end of the train, and the time T; and uses the locomotive's longitude and latitude information at time T1 as the longitude and latitude information of the first trackside element to be identified.

[0022] Optionally, in steps S32 and S33, the electronic map data generation and verification module further calibrates the time T1 based on the communication delay with the vehicle-mounted host.

[0023] Optionally, the method for producing railway electronic map data further comprises the steps of:

[0024] S5. During the time interval when the on-board antenna sequentially passes the first trackside element at both ends of the section, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; during two adjacent sampling times, the travel distance of the train is the preset first interval distance.

[0025] Optionally, the method for producing railway electronic map data further comprises the steps of:

[0026] S6. From the moment when the on-board antenna passes the exit signal of the current station to the moment when the on-board antenna passes the entry signal of the next station, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; during the two adjacent sampling times, the travel distance of the train is the preset second interval distance.

[0027] Optionally, the station code information also includes the length of each section; the electronic map data generation and verification module calculates the corresponding section length according to the sampling times; if the difference between the section length in the station code information and the section length calculated by the electronic map data generation and verification module is greater than a preset difference threshold, a corresponding error message is generated.

[0028] Optionally, the error message includes: the section name, the station name, the section length recorded in the station code information, the section length calculated by the electronic map data generation and verification module, the difference, and the time for the section occupancy to be cleared.

[0029] Optionally, the second trackside element includes: at least one of: a first-order stop, a soil stop, a switch positioning, a switch reverse position, and a switch center; the station code position information includes the relative position relationship between the second trackside element and the closest first trackside element; the method further includes the steps of:

[0030] S7. Based on the longitude and latitude information of the first trackside element closest to the second trackside element and the relative position relationship between the second trackside element and the first trackside element closest to the second trackside element, calculate the longitude and latitude information of the second trackside element.

[0031] Optionally, the generated elements in the electronic map data are configurable, and the configuration items include the first trackside element and the second trackside element.

[0032] The present invention also provides a railway electronic map data production system for implementing the method described in the present invention, comprising: an STP system, wherein the STP system is configured with an electronic map data generation and verification module;

[0033] The STP system includes: a vehicle-mounted host, a ground host and a vehicle service terminal; the electronic map data generation and verification module is configured in the vehicle service terminal;

[0034] The onboard host receives the horizontal adjustment information and the longitude and latitude information of the locomotive, and determines the driving state of the train based on the horizontal adjustment information;

[0035] The ground host communication connection is set between the vehicle-mounted host and the vehicle service terminal; the ground host receives the station code information, and forwards the station code information, locomotive longitude and latitude information, and the driving status of the train to the electronic map data generation and verification module; the ground host also determines the position of the head and tail of the train on the railway line, the first trackside element crossed by the train, and the time T when the head and tail of the train pass through the first trackside element based on the station code information and the driving status; the first trackside element includes: at least one of a signal and an insulating joint;

[0036] The electronic map data generation and verification module is configured to calculate the longitude and latitude information corresponding to the first trackside element based on the locomotive longitude and latitude information at time T, name the first trackside element according to the set naming rules, and generate electronic map data based on the name of the first trackside element and the longitude and latitude information of the first trackside element.

[0037] Optionally, the electronic map data generation and verification module also calculates the longitude and latitude information of the second trackside element based on the longitude and latitude information of the first trackside element closest to the second trackside element and the relative position relationship between the second trackside element and the closest first trackside element; the second trackside element includes: at least one of: a first-degree stopping point, a soil stop, a switch positioning, a switch reverse position, and a switch center.

[0038] Optionally, within the time interval when the on-board antenna passes the first trackside element at both ends of the section in sequence, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; within the time interval between two adjacent sampling times, the travel distance of the train is a preset first interval distance.

[0039] Optionally, the electronic map data generation and verification module calculates the corresponding section length according to the sampling times; if the difference between the section length in the station code information and the section length calculated by the electronic map data generation and verification module is greater than a preset difference threshold, a corresponding error message is generated.

[0040] Optionally, from the moment the on-board antenna passes the exit signal of the current station to the moment the on-board antenna passes the entry signal of the next station, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; within the time interval between two adjacent sampling times, the travel distance of the train is a preset second interval distance.

[0041] Compared with the prior art, the present invention has the following beneficial effects:

[0042] 1) The railway electronic map data production method and system of the present invention adds an electronic map data generation and verification module on the basis of the original STP system hardware and software architecture. Based on the locomotive longitude and latitude information, train driving status, route information, and section occupancy and clearance information, the electronic map data of the entire line can be drawn without manual testing or aerial photography, saving the cost of on-site electronic map surveying and data production, and having significant economic benefits.

[0043] 2) In the process of generating electronic map data, the present invention calculates the section length, and performs secondary calibration and error prompts on the section length recorded in the station code information, thereby greatly improving the accuracy of the electronic map data.

[0044] 3) The present invention can generate customized electronic map data files according to actual needs, and the generation elements and data formats in the electronic map can be flexibly configured. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for the description. Obviously, the drawings described below are an embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work:

[0046] Figure 1 It is a structural diagram of the existing STP system;

[0047] Figure 2 This is a schematic diagram of the structure of a railway electronic map data production system in an embodiment of the present invention;

[0048] Figure 3 is a flow chart of a method for producing railway electronic map data in an embodiment of the present invention;

[0049] Figure 4 This is a schematic diagram of the train occupying two sections at the same time when the train is in the traction state in an embodiment of the present invention;

[0050] Figure 5 This is a schematic diagram of an embodiment of the present invention, in which the train is in a pushing state and the train occupies two sections at the same time;

[0051] Figure 6 This is a schematic diagram of the head of a train passing through a signal when the train is in a traction state in an embodiment of the present invention;

[0052] Figure 7 This is a schematic diagram of the rear of a train passing through a signal when the train is in a pushing state in an embodiment of the present invention;

[0053] Figure 8 A flowchart of a method for producing railway electronic map data in another embodiment of the present invention;

[0054] Fig. 9 Run scenario graph for locomotive shunting operation. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only 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.

[0056] It should be understood that when used in this specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof.

[0057] It should also be understood that the terms used in this application specification are only for the purpose of describing specific embodiments and are not intended to limit the application. As used in this application specification and the appended claims, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to include plural forms.

[0058] It should be further understood that the term “and / or” used in the specification and appended claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0059] As used in this specification and the appended claims, the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrases "if it is determined" or "if [described condition or event] is detected" may be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0060] In addition, in the description of the present application, the terms "first", "second", "third", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0061] Figure 1 FIG. 1 is a schematic diagram of the structure of an existing STP system, which includes ground equipment 12 and vehicle-mounted equipment. The ground equipment 12 includes: a ground host ( Figure 1 Not shown), vehicle service terminal ( Figure 1 (not shown), the ground equipment 12 can communicate wirelessly with the satellite differential base station 11. The vehicle-mounted equipment includes a vehicle-mounted host 15, a vehicle-mounted display 14, a vehicle-mounted printer 16, and a vehicle-mounted antenna 13 disposed on the top of the locomotive, and receives the longitude and latitude information of satellite positioning (i.e., the longitude and latitude information of the locomotive) through the vehicle-mounted antenna 13. It should be noted that the longitude and latitude information of the locomotive refers to the longitude and latitude information at the location of the vehicle-mounted antenna 13.

[0062] Ground host communication connection computer interlocking system ( Figure 1 not shown) and CTC system ( Figure 1 ), it is possible to obtain a railway route map (including trackside elements and the relative positional relationships between trackside elements), but it is impossible to obtain the longitude and latitude information of each trackside element in the route map.

[0063] In this embodiment, Figure 2 As shown, based on the existing STP system, an electronic map data generation and verification module 251 is added to the vehicle service terminal 250. This embodiment draws the electronic map data of the entire line based on the locomotive longitude and latitude information, the train driving status, the route information, and the section occupancy and clearance information, without the need for manual testing or aerial photography, saving the cost of on-site electronic map surveying and data production, and ensuring the accuracy of the electronic map data.

[0064] This embodiment provides a method for producing railway electronic map data. Figure 3As shown, it includes the steps:

[0065] S1. The onboard host receives the horizontal adjustment information and the longitude and latitude information of the locomotive; and determines the driving state of the train based on the horizontal adjustment information, wherein the driving state includes a pushing state and a traction state.

[0066] A train consists of a locomotive and vehicles connected to the locomotive. When traction is in progress, the front of the vehicle is connected to the rear of the locomotive (see Figure 4 When pushing, the rear of the vehicle is connected to the front of the locomotive (please refer to Figure 5 ). If the onboard host 210 receives the leveling information of no propulsion, ten cars, five cars, and three cars in sequence, and determines that the train is in the traction state. If the onboard host 210 receives the leveling information of propulsion, ten cars, five cars, and three cars in sequence, and determines that the train is in the propulsion state.

[0067] In this embodiment, the vehicle host 210 also measures the speed of the train in real time, and sends the speed, direction, state, longitude and latitude information of the train in real time to the ground host 220 (see Figure 2 ).

[0068] S2. Receive the station code information of the train, and determine the position of the head or tail of the train on the railway line, the first trackside element crossed by the train, and the time T when the head or tail of the train passes the first trackside element based on the running status of the train and the station code information.

[0069] In this embodiment, the first trackside element includes an insulating joint and a signal arranged at a section connection.

[0070] Step S2 includes:

[0071] S21, the ground host receives the station code information, and receives the locomotive latitude and longitude information and driving status sent by the onboard host;

[0072] In this embodiment, Figure 2 As shown, the computer interlocking system 230 and the CTC system 240 provide the ground host 220 with the station code information. The station code information includes: the route information of the train, the occupation and clearance status of each section in the route information, and the occupation and clearance time. The ground host 220 stores at least the locomotive longitude and latitude information in the recent period, or stores all the locomotive longitude and latitude information.

[0073] S22, the ground host determines the first trackside element currently crossed by the train based on the occupation and clearing status of the section, and records the first trackside element as the first trackside element to be identified;

[0074] like Figure 4 , Figure 5 As shown, both section D1 and section D2 are in occupied state, indicating that the train crosses signal X1.

[0075] S23, when the train is in traction state, the ground host obtains the section occupied by the head of the train based on the station code information, and takes the initial occupation time of the section as the time T;

[0076] Figure 4 The train is in traction mode, and both sections D1 and D2 are occupied. According to the direction of the train, it can be determined that the head of the train occupies section D1. The initial occupation time of section D1 (time T) is the time when the head of the train passes signal X1.

[0077] S24. When the train is in the push state, the ground host obtains the section occupied by the tail of the train based on the station code information, and uses the clearing time of the section as the time T.

[0078] Figure 5 The train is in the push state, and both sections D1 and D2 are occupied. According to the direction of the train, it can be determined that the rear of the train occupies section D1. The clearing time of section D1 (time T) is the time when the rear of the train passes the signal X1.

[0079] In a preferred embodiment, the electronic map data generation and verification module 251 also calibrates the time f based on the occupancy clearance delay of the section.

[0080] S3. Based on the locomotive longitude and latitude information at time T, calculate the longitude and latitude information corresponding to the first trackside element.

[0081] S31, the onboard host measures the travel speed of the train in real time, and sends the travel speed and travel status of the train to the electronic map data generation and verification module of the train terminal through the ground host;

[0082] S32, when the train is in traction state, the electronic map data generation and verification module calculates the time T1 when the locomotive antenna passes the first trackside element to be identified based on the travel speed of the train, the distance between the locomotive antenna and the front end of the locomotive compartment 1, and the time T; and uses the locomotive longitude and latitude information at time T1 as the longitude and latitude information of the first trackside element to be identified;

[0083] Figure 6 In the figure, the train is in traction mode, and the first trackside element to be identified is signal X1. The head of the train passes signal X1 at time T, so the latitude and longitude information of the locomotive at time T is actually the latitude and longitude information at position A. The train travels at a speed of v meters per second, and the distance between the onboard antenna and the front end of locomotive 1 is m meters. It can be known that the time when the onboard antenna passes signal X1 is The locomotive longitude and latitude information at time T1 is used as the longitude and latitude information of signal X1.

[0084] S33. When the train is in a push state, the electronic map data generation and verification module calculates the time T1 when the locomotive's onboard antenna passes the first trackside element to be identified based on the train's travel speed, the distance between the locomotive's onboard antenna and the rear end of the train, and the time T; and uses the locomotive's longitude and latitude information at time T1 as the longitude and latitude information of the first trackside element to be identified.

[0085] Figure 7 In the figure, the train is in the push state, and the first trackside element to be identified is signal X1. The tail of the train passes signal X1 at time T, and the longitude and latitude information of the locomotive at time T is the longitude and latitude information of position B. The train travels at a speed of v meters per second, and the distance between the onboard antenna and the tail of the train is n meters. It can be known that the time when the onboard antenna passes signal X1 is The longitude and latitude information of the locomotive at time T1 is used as the longitude and latitude information of the signal X1.

[0086] In a preferred embodiment, the electronic map data generation and verification module 251 also calibrates the time T1 based on the communication delay between the electronic map data generation and verification module 251 and the vehicle-mounted host 210 .

[0087] S4. Name the first trackside element according to a set naming rule, and generate electronic map data based on the name of the first trackside element and the latitude and longitude information of the first trackside element.

[0088] In another embodiment, Figure 8 As shown, the railway electronic map data production method also includes the steps of:

[0089] S5. During the time interval when the on-board antenna sequentially passes the first trackside element at both ends of the section, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; during two adjacent sampling times, the travel distance of the train is a preset first interval distance (3 meters in this embodiment, which can be configured according to actual needs).

[0090] The station code position information also includes the length of each section. The electronic map data generation and verification module 251 calculates the corresponding section length according to the number of sampling times. If the difference between the section length in the station code position information and the section length calculated by the electronic map data generation and verification module 251 is greater than a preset difference threshold (3 meters in this embodiment, which can be configured according to actual needs), a corresponding error message is generated.

[0091] In this embodiment, the error information includes: the section name, the station name, the section length recorded in the station code information, the section length calculated by the electronic map data generation and verification module 251, the difference, and the time when the section occupancy is cleared. In the process of generating electronic map data, this embodiment performs secondary calibration and error prompts on the section length, which greatly improves the accuracy of the electronic map data.

[0092] Further, such as Figure 8 As shown, the railway electronic map data production method also includes the steps of:

[0093] S6. From the moment when the on-board antenna passes the exit signal of the current station to the moment when the on-board antenna passes the entry signal of the next station, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; within two adjacent sampling times, the travel distance of the train is a preset second interval distance (10 meters in this embodiment, which can be configured according to actual needs).

[0094] Through step S6, section electronic map data can be produced.

[0095] In this embodiment, the electronic map data also includes the latitude and longitude information of the second trackside element. The second trackside element includes at least one of: a first-degree stop, a soil stop, a turnout position, a turnout reverse position, and a turnout center. The station code position information includes the relative position relationship between the second trackside element and the closest first trackside element.

[0096] Further, such as Figure 8 As shown, the railway electronic map data production method also includes the steps of:

[0097] S7. Based on the longitude and latitude information of the first trackside element closest to the second trackside element and the relative position relationship between the second trackside element and the first trackside element closest to the second trackside element, calculate the longitude and latitude information of the second trackside element.

[0098] In this embodiment, the generated elements in the electronic map data are configurable, and the configuration items include a first trackside element and a second trackside element.

[0099] The railway electronic map data production method of the present invention can realize the drawing of electronic map data for the entire line, save the cost of on-site electronic map surveying and data production, and ensure the accuracy of the data.

[0100] like Fig. 9The following is a typical locomotive shunting operation scenario diagram. In the figure, 3G represents the track number, 56DG and D48G represent the section, and X3 and D50 represent the signal machine. The locomotive is at 3G, and the locomotive handles the shunting route of route X3-D50. The length of section 56D G is 150 meters. The following describes the generation of electronic map data of section 56DG in the traction state and the propulsion state of the train, and the verification of the length of section 56DG as an example.

[0101] In traction state:

[0102] (1) According to the horizontal adjustment command, the train is judged to be in the traction state. The train is traveling from signal X3 to signal D50. The head of the train passes signal X3. According to the time when section 56DG is initially occupied, it is known that the head of the train arrives at signal X3 at time T, but the onboard antenna is still on track 3G at this time. The time T is calibrated based on the delay of clearing the section occupancy. According to the traveling speed of the train, the time when the onboard antenna passes signal X3 is obtained. Based on the communication delay calibration time T1 between the vehicle antenna and the electronic map data generation and calibration module, the longitude and latitude information of the locomotive at time T1 is used as the longitude and latitude information of the signal X3.

[0103] (2) When the locomotive continues to run towards the D50 signal in a traction state, the longitude and latitude information of the section is sampled according to the first interval distance (3 meters). The time interval between the last sampling time and the next sampling time can be calculated based on the train speed to ensure that the distance traveled by the train between two adjacent sampling times is 3 meters. For example, after the on-board antenna passes the signal X3, it continues to travel 3 meters to reach position a (also called the coordinate sampling point). The locomotive longitude and latitude information at this moment is obtained and recorded on the section 56DG in the electronic map data, and a is named D56_X_1 (the command rule can be: section name_locomotive running direction_sampling point number). Then repeat this step to record the longitude and latitude information of multiple coordinate sampling points in sequence at intervals of 3 meters.

[0104] (3) When the onboard antenna runs to the D50 signal, and the train crosses from section 56DG into section D48G, D48G changes from locked to occupied. According to the method of obtaining the longitude and latitude information of signal X3, the longitude and latitude information of signal D50 can also be obtained, and the time T3 when the onboard antenna passes through signal D50 can be obtained. According to the number of sampling times between time T1 and time T3, the length of section 56DG is automatically generated.

[0105] (4) Calculate the deviation between the length of the section 56DG stored in the vehicle-mounted device (or the length of the section 56DG in the station code information) and the length of the section 56DG calculated by the electronic map data generation and verification module 251. When the deviation is greater than 3 meters (this is only an example), record the section name, the time the train travels on the section, the deviation value and other information.

[0106] (5) Record the required trackside elements according to the generated data format configuration file, and generate an electronic map data file that meets the requirements in the specified format.

[0107] In push mode:

[0108] (1) According to the horizontal adjustment command, the train is judged to be in the push state. The train is traveling from signal X3 to signal D50. According to the time when track 3G is cleared, it is known that the tail of the train passes signal X3 at time T, but the onboard antenna is already on section 56DG. The time T is calibrated based on the delay of clearing the section occupancy. According to the traveling speed of the train, the time when the onboard antenna passes signal X3 is obtained. Based on the communication delay calibration time T1 between the vehicle antenna and the electronic map data generation and calibration module, the longitude and latitude information of the locomotive at time T1 is used as the longitude and latitude information of the signal X3.

[0109] (2) When the locomotive continues to run towards the D50 signal in a push state, the longitude and latitude information of the section is sampled according to the first interval distance (3 meters). The time interval between the last sampling time and the next sampling time can be calculated based on the train speed to ensure that the distance traveled by the train between two adjacent sampling times is 3 meters. For example, after the on-board antenna passes the signal X3, it continues to travel 3 meters to reach position a (also called the coordinate sampling point). The locomotive longitude and latitude information at this moment is obtained and recorded on the section 56DG in the electronic map data, and a is named D56_X_1 (the command rule can be: section name_locomotive running direction_sampling point number). Then repeat this step to record the longitude and latitude information of multiple coordinate sampling points in sequence at intervals of 3 meters.

[0110] (3) When the onboard antenna runs to the D50 signal, and the train crosses from section 56DG into section D48G, D48G changes from locked to occupied. According to the method of obtaining the longitude and latitude information of signal X3, the longitude and latitude information of signal D50 can also be obtained, and the time T3 when the onboard antenna passes through signal D50 can be obtained. According to the number of sampling times between time T1 and time T3, the length of section 56DG is automatically generated.

[0111] (4) Calculate the deviation between the length of the section 56DG stored in the vehicle-mounted device (or the length of the section 56DG in the station code information) and the length of the section 56DG calculated by the electronic map data generation and verification module 251. When the deviation is greater than 3 meters (this is only an example), record the section name, the time the train travels on the section, the deviation value and other information.

[0112] (5) Record the required trackside elements according to the generated data format configuration file, and generate an electronic map data file that meets the requirements in the specified format.

[0113] The present invention also provides a railway electronic map data production system for implementing the method of the present invention, such as Figure 2 As shown, it includes: an STP system, and the STP system is configured with an electronic map data generation and verification module 251.

[0114] The STP system includes: a vehicle-mounted host 210, a ground host 220 and a vehicle service terminal 250. The electronic map data generation and verification module 251 is configured in the vehicle service terminal 250;

[0115] The vehicle-mounted host 210 receives the horizontal adjustment information and the longitude and latitude information of the locomotive, and determines the driving status of the train based on the horizontal adjustment information.

[0116] The ground host 220 is communicatively connected between the vehicle-mounted host 210 and the vehicle service terminal 250; the station code information is received through the ground host 220, and the station code information, locomotive longitude and latitude information, and the driving status of the train are forwarded to the electronic map data generation and verification module 251; the ground host 220 also determines the position of the head and the tail of the train on the railway line, the first trackside element crossed by the train, and the time T when the head and the tail of the train pass through the first trackside element based on the station code information and the driving status; the first trackside element includes: at least one of a signal and an insulating joint.

[0117] The electronic map data generation and verification module 251 is configured to calculate the longitude and latitude information corresponding to the first trackside element based on the locomotive longitude and latitude information at time T, name the first trackside element according to the set naming rules, and generate electronic map data based on the name of the first trackside element and the longitude and latitude information of the first trackside element.

[0118] Furthermore, the electronic map data generation and verification module 251 also calculates the longitude and latitude information of the second trackside element based on the longitude and latitude information of the first trackside element closest to the second trackside element and the relative position relationship between the second trackside element and the closest first trackside element; the second trackside element includes: at least one of: a first-degree stopping point, a soil stop, a switch positioning, a switch reverse position, and a switch center.

[0119] Furthermore, within the time interval when the on-board antenna sequentially passes the first trackside element at both ends of the section, the electronic map data generation and verification module 251 samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; within the time interval between two adjacent samplings, the travel distance of the train is the preset first interval distance.

[0120] Furthermore, the electronic map data generation and verification module 251 calculates the corresponding section length according to the sampling times; if the difference between the section length in the station code information and the section length calculated by the electronic map data generation and verification module 251 is greater than a preset difference threshold, a corresponding error message is generated.

[0121] Furthermore, from the moment when the on-board antenna passes the exit signal of the current station to the moment when the on-board antenna passes the entry signal of the next station, the electronic map data generation and verification module 251 samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; within the time interval between two adjacent sampling times, the travel distance of the train is the preset second interval distance.

[0122] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0123] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A method for producing railway electronic map data, wherein the train includes a locomotive and a vehicle connected to the locomotive, characterized in that: Contains steps: S1, receiving horizontal adjustment information and locomotive longitude and latitude information; judging the driving state of the train based on the horizontal adjustment information, the driving state including the pushing state and the pulling state; S2, receiving the station code position information of the train, and determining the position of the head or the tail of the train on the railway line, the first trackside element crossed by the train, and the time T when the head or the tail of the train passes the first trackside element based on the driving state and the station code position information; S3, calculating the longitude and latitude information corresponding to the first trackside element based on the longitude and latitude information of the locomotive at time T; S4. Name the first trackside element according to a set naming rule, and generate electronic map data based on the name of the first trackside element and the latitude and longitude information of the first trackside element.

2. The method for producing railway electronic map data according to claim 1, characterized in that: The station code position information includes: the route information of the train, the occupation and clearance status of each section in the route information, and the occupation and clearance time.

3. The method for producing railway electronic map data according to claim 2, characterized in that: The first trackside element includes an insulating joint and a signal disposed at a section connection, and step S2 includes: S21, the ground host receives the station code information, and receives the locomotive latitude and longitude information and driving status sent by the onboard host; S22, the ground host determines the first trackside element currently crossed by the train based on the occupation and clearing status of the section, and records the first trackside element as the first trackside element to be identified; S23, when the train is in traction state, the ground host obtains the section occupied by the head of the train based on the station code information, and takes the initial occupation time of the section as the time T; S24. When the train is in the push state, the ground host obtains the section occupied by the tail of the train based on the station code information, and uses the clearing time of the section as the time T.

4. The method for producing railway electronic map data according to claim 3, characterized in that: In steps S23 and S24, the electronic map data generation and verification module also calibrates the time T of the occupancy clearance delay based on the section.

5. The method for producing railway electronic map data according to claim 3, characterized in that: Step 3 also includes: S31, the onboard host measures the travel speed of the train in real time, and sends the travel speed and travel status of the train to the electronic map data generation and verification module of the train terminal through the ground host; S32, when the train is in traction state, the electronic map data generation and verification module calculates the time T1 when the locomotive antenna passes the first trackside element to be identified based on the travel speed of the train, the distance between the locomotive antenna and the front end of the locomotive compartment 1, and the time T; and uses the locomotive longitude and latitude information at time T1 as the longitude and latitude information of the first trackside element to be identified; S33. When the train is in a push state, the electronic map data generation and verification module calculates the time T1 when the locomotive's onboard antenna passes the first trackside element to be identified based on the train's travel speed, the distance between the locomotive's onboard antenna and the rear end of the train, and the time T; and uses the locomotive's longitude and latitude information at time T1 as the longitude and latitude information of the first trackside element to be identified.

6. The method for producing railway electronic map data according to claim 5, characterized in that: In steps S32 and S33, the electronic map data generation and verification module also calibrates the time T1 based on the communication delay between the module and the vehicle-mounted host.

7. The method for producing railway electronic map data according to claim 3, characterized in that: Also includes the steps: S5. During the time interval when the on-board antenna sequentially passes the first trackside element at both ends of the section, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; during two adjacent sampling times, the travel distance of the train is the preset first interval distance.

8. The method for producing railway electronic map data according to claim 7, characterized in that: The method further comprises the steps of: S6. From the moment when the on-board antenna passes the exit signal of the current station to the moment when the on-board antenna passes the entry signal of the next station, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; during the two adjacent sampling times, the travel distance of the train is the preset second interval distance.

9. The method for producing railway electronic map data according to claim 7, characterized in that: The station code position information also includes the length of each section; the electronic map data generation and verification module calculates the corresponding section length according to the number of sampling times; if the difference between the section length in the station code position information and the section length calculated by the electronic map data generation and verification module is greater than a preset difference threshold, a corresponding error message is generated.

10. The method for producing railway electronic map data according to claim 9, characterized in that: The error information includes: the section name, the station name, the section length recorded in the station code information, the section length calculated by the electronic map data generation and verification module, the difference, and the time for section occupancy to be cleared.

11. The method for producing railway electronic map data according to claim 8, characterized in that: The second trackside element includes: at least one of: a first-order stop, a soil stop, a switch position, a switch reverse position, and a switch center; the station code position information includes the relative position relationship between the second trackside element and the closest first trackside element; the method further includes the steps of: S7. Based on the longitude and latitude information of the first trackside element closest to the second trackside element and the relative position relationship between the second trackside element and the first trackside element closest to the second trackside element, calculate the longitude and latitude information of the second trackside element.

12. The method for producing railway electronic map data according to claim 1, characterized in that: The generated elements in the electronic map data are configurable, and the configuration items include the first trackside element and the second trackside element.

13. A railway electronic map data production system, used to implement the method according to any one of claims 1 to 12, characterized in that: include: STP system, the STP system is equipped with an electronic map data generation and verification module; The STP system includes: a vehicle-mounted host, a ground host and a vehicle service terminal; the electronic map data generation and verification module is configured in the vehicle service terminal; The onboard host receives the horizontal adjustment information and the longitude and latitude information of the locomotive, and determines the driving state of the train based on the horizontal adjustment information; The ground host communication connection is set between the vehicle-mounted host and the vehicle service terminal; the ground host receives the station code information, and forwards the station code information, locomotive longitude and latitude information, and the driving status of the train to the electronic map data generation and verification module; the ground host also determines the position of the head and tail of the train on the railway line, the first trackside element crossed by the train, and the time T when the head and tail of the train pass through the first trackside element based on the station code information and the driving status; the first trackside element includes: at least one of a signal and an insulating joint; The electronic map data generation and verification module is configured to calculate the longitude and latitude information corresponding to the first trackside element based on the locomotive longitude and latitude information at time T, name the first trackside element according to the set naming rules, and generate electronic map data based on the name of the first trackside element and the longitude and latitude information of the first trackside element.

14. The railway electronic map data production system according to claim 13, characterized in that: The electronic map data generation and verification module further calculates the longitude and latitude information of the second trackside element based on the longitude and latitude information of the first trackside element closest to the second trackside element and the relative position relationship between the second trackside element and the first trackside element closest to the second trackside element; The second trackside element includes at least one of a first-order stopping point, a soil stop, a switch positioning, a switch reverse position, and a switch center.

15. The railway electronic map data production system according to claim 13, characterized in that: During the time interval when the on-board antenna sequentially passes the first trackside element at both ends of the section, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; during the time interval between two adjacent samplings, the travel distance of the train is the preset first interval distance.

16. The railway electronic map data production system according to claim 15, characterized in that: The electronic map data generation and verification module calculates the corresponding section length according to the sampling times; if the difference between the section length in the station code information and the section length calculated by the electronic map data generation and verification module is greater than the preset difference threshold, a corresponding error message is generated.

17. The railway electronic map data production system according to claim 13, characterized in that: From the moment when the on-board antenna passes the exit signal of the current station to the moment when the on-board antenna passes the entry signal of the next station, the electronic map data generation and verification module samples the locomotive longitude and latitude information, and adds the sampled locomotive longitude and latitude information to the electronic map data; within the time interval between two adjacent samplings, the travel distance of the train is the preset second interval distance.

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