Vehicle-mounted ATP system based on kilometer post electronic map and control method

Abstract

The invention belongs to the technical field of rail transit, and particularly relates to a vehicle-mounted ATP system based on a kilometer post electronic map and a control method. In the prior art, when a user processes a cut speed limiting section, secondary merging operation needs to be carried out; and a specific position is difficult to obtain when a user inquires the element. The system comprises a map reading module used for acquiring and decoding pre-stored electronic map data to obtain an electronic map structure based on a kilometer post; the train positioning module is used for acquiring the position information and the target route of the train from the external environment; the driving permission module is used for traversing the route data in the electronic map structure to obtain a driving permission route; the data mapping module is used for mapping the driving permission route to a current in-use route data list; and the ATP control module is used for the vehicle-mounted ATP system to continuously monitor the position and the speed of the train according to the in-use line data list.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transportation, and in particular relates to a vehicle-mounted ATP system and a control method based on a kilometer-marked electronic map. Background Art

[0002] ATP (Automatic Train Protection) is a safety control system for railway transportation, which aims to prevent accidents such as train overspeeding, rear-end collisions, and unauthorized entry into dangerous areas. The ATP system ensures that trains operate within a safe range by monitoring the speed and position of the train and comparing it with the restrictions of the line. Electronic maps are a key component of the ATP system, which provides detailed line information, including signal positions, turnout status, speed limit areas, station layout, etc. These data help the ATP system accurately locate the position of the train, calculate the safe speed curve of the train, and determine the section where the train can safely travel on the track based on the movement authorization information. By combining the detailed information provided by the electronic map, the ATP system can predict the status of the signal, turnout position and speed limit section ahead in advance, so as to take timely measures to avoid potential dangerous situations and ensure the safety and reliability of train operation.

[0003] In the prior art, the on-board ATP system can be divided into two types according to the route data storage method: one with electronic map function and one without electronic map function. For scenarios with poor wireless transmission conditions, detailed electronic map data is generally stored in advance in the on-board ATP system. The electronic map data storage structure is based on the track section and uses relative position to describe the specific location of a certain element. Using the pre-stored electronic map data, the ATP system can make decisions without external real-time information and realize the access function of elements in the map.

[0004] The prior art has the following technical problems:

[0005] 1. When a long static speed limit section spans multiple track sections, the existing electronic map storage structure will cut this long static speed limit section into multiple shorter speed limit sections. When users process these cut speed limit sections, they need to perform a secondary merge operation, which increases the complexity and workload of data processing.

[0006] 2. When querying an element, you first need to determine the track segment where the element is located. Elements with the same number may exist in both the upstream and downstream directions. Users must first obtain the upstream and downstream information before querying. Even if the track segment and the upstream and downstream directions are determined, it becomes very complicated to obtain the specific location of the element.

[0007] 3. For various types of elements (such as signals, switches, speed limit zones, etc.), the existing storage method is based on the description of the starting coordinate offset of the track segment. As the number of element types increases, the query based on the track segment becomes more and more complex, and the time complexity also increases. Summary of the invention

[0008] The present invention provides an on-board ATP system and control method based on a kilometer-marked electronic map, aiming to solve the technical problems existing in the above-mentioned prior art that when processing a cut speed limit section, the user needs to perform a secondary merging operation, which increases the complexity and workload of data processing; when querying an element, the user needs to determine the track section and the up and down directions, and obtaining the specific location of the element is very complicated; and as the number of element types increases, the query based on the track section becomes more and more complicated, and the time complexity also increases accordingly.

[0009] The technical solution of the present invention to solve the above technical problems is as follows: a vehicle-mounted ATP system based on a kilometer-marked electronic map, comprising:

[0010] A map reading module, used to obtain pre-stored electronic map data, decode the electronic map data, and obtain an electronic map structure based on kilometer markers;

[0011] Train positioning module, used to obtain the train's location information and target route from the external environment;

[0012] A driving permission module, used for traversing route data in the electronic map structure according to the location information and the target route to obtain a driving permission route;

[0013] A data mapping module, used to map the driving permission route to a current in-use route data list;

[0014] The ATP control module is used for the on-board ATP system to continuously monitor the position and speed of the train according to the line data in the in-use line data list.

[0015] By adopting the above technical solution, the beneficial effect of the present invention is as follows: by acquiring the pre-stored electronic map data and decoding it, the system can efficiently load the electronic map structure based on the kilometer mark. This makes the train positioning more accurate, because the system can obtain the train's position information from the external environment (transponder) and combine it with the electronic map data to determine the exact position of the train and the target route. This not only improves the safety of train operation, but also enhances the real-time performance and reliability of the system.

[0016] Furthermore, the above also includes:

[0017] The map construction module is used to collect element information of electronic map elements, encode the element information according to a preset information structure, obtain electronic map data and store it.

[0018] By adopting the above technical solution, the beneficial effects of the present invention are as follows: by collecting electronic map element information and encoding and storing it as electronic map data, the system can dynamically update the map information to ensure the accuracy of the electronic map. In addition, such a design helps to maintain and update the map database to adapt to the changes and development of the railway network.

[0019] Furthermore, the above-mentioned electronic map data includes: electronic map version, number of lines, electronic map elements, route data and long and short chain data; among which, the electronic map elements include: kilometer columns, signal lights, stations, dangerous points, bridges, crossings, tunnels, switches, dead ends, mainline track sections, static speed limits, slopes, line curves, phase separation areas and braking area information.

[0020] Furthermore, the map construction module mentioned above includes:

[0021] The line coding unit is used to identify multiple lines by line numbers; wherein the line number of the uplink line is an odd number, and the kilometer mark of the uplink line increases along the running direction; the line number of the downlink line is an even number, and the kilometer mark of the downlink line decreases along the running direction.

[0022] By adopting the above technical solution, the beneficial effects of the present invention are as follows: the present invention identifies the line by line number and stipulates the increasing or decreasing rule of kilometer mark, which can clearly distinguish the uplink and downlink lines and reduce the errors that may be caused by the confusion of line information. At the same time, such rules are easy for train drivers to understand and remember, and improve the operation efficiency.

[0023] Furthermore, the map construction module mentioned above also includes:

[0024] The location information unit is used to indicate the geographical location of each electronic map element by means of a route number and a kilometer mark.

[0025] By adopting the above technical solution, the beneficial effects of the present invention are as follows: the present invention uses the line number and kilometer mark to represent the geographical location of the electronic map element, and can accurately locate each key point, which is crucial for the safe operation of the train. In addition, the method is simple and clear, and is easy to understand and implement.

[0026] Furthermore, the above-mentioned electronic map elements are divided into absolute position elements and relative position elements according to geographical location, and the position information unit includes:

[0027] The absolute position subunit is used to represent the geographical location of the absolute position element using absolute position information; wherein the absolute position information includes: route number, kilometer mark and longitude and latitude information;

[0028] The relative position subunit is used to use relative position information to represent the geographical location of the relative position element; wherein the relative position information is represented as a coordinate drift of the absolute position information.

[0029] By adopting the above technical solution, the beneficial effect of the present invention is that by distinguishing the absolute position and relative position information, the system can flexibly use the most appropriate positioning method in different situations.

[0030] Furthermore, the map construction module mentioned above also includes:

[0031] The route data unit is used to generate the line path of the train from entering the station to leaving the station or from leaving the station to the section, wherein the line path from entering the station to leaving the station is from the first track section protected by the entry signal or the receiving approach signal to the last track section of the train approach outside the exit signal or the departure approach signal or the receiving approach signal; the line path from leaving the station to the section is from the first track section protected by the exit signal or the departure approach signal to the first passing signal in the section or the last track section outside the departure approach signal or the exit signal.

[0032] By adopting the above technical scheme, the beneficial effect of the present invention is as follows: by defining the line path from entering the station to exiting the station and from exiting the station to the section, the system can clearly define the running trajectory of the train, thereby better planning the driving permit line and avoiding conflicts and accidents.

[0033] Furthermore, the map construction module mentioned above also includes:

[0034] The long-short link data unit is used to generate multiple location information for intersecting coordinate points that are on multiple routes and have the same geographical location, based on the route number of each route and the kilometer mark of the corresponding route, wherein the multiple location information is used to represent the geographical location of the intersecting coordinate point on each route.

[0035] By adopting the above technical scheme, the beneficial effect of the present invention is as follows: for the situation where multiple lines intersect, the present invention generates multiple location information to avoid ambiguity of geographical coordinate points in different lines, and ensures that the position of the coordinate points can be accurately described in a multi-line environment.

[0036] Furthermore, the train positioning module includes:

[0037] A position information unit, used for receiving position information transmitted by a positioning transponder when a train passes by the positioning transponder;

[0038] The target line unit is used to obtain the target line through the line number of the train currently traveling input by the operator.

[0039] By adopting the above technical solution, the beneficial effect of the present invention is that the system can quickly and accurately determine the location of the train and the target route of the train by receiving the location information of the positioning transponder and combining it with the line number input by the operator. This improves the accuracy and automation of positioning and reduces the need for manual intervention.

[0040] In a second aspect, in order to solve the above technical problems, the present invention also provides a vehicle-mounted ATP control method based on a kilometer-marked electronic map, comprising:

[0041] Collecting element information of electronic map elements, and encoding the element information according to a preset information structure to obtain electronic map data;

[0042] Decoding the electronic map data to obtain an electronic map structure based on kilometer landmarks;

[0043] Acquire the location information and target route of the train from the external environment, traverse the route data in the electronic map structure according to the location information and the target route, and obtain the driving permission route;

[0044] Mapping the driving permission route to a currently used route data list;

[0045] The on-board ATP system is used to continuously monitor the position and speed of the train according to the line data in the in-use line data list.

[0046] Compared with the prior art, the present invention has the following advantages:

[0047] 1. The present invention collects electronic map element information and encodes and stores it as electronic map data. The system can dynamically update the map information to ensure the accuracy of the electronic map. In addition, such a design does not have basic elements, and all elements are at the same level. This is helpful for maintaining and updating the map database.

[0048] 2. The present invention indicates the geographical location of electronic map elements by line numbers and kilometer marks, and can accurately locate each key point, which is crucial for the safe operation of trains.

[0049] 3. The present invention uses absolute position information to describe the geographical location of the kilometer column, making the position information of the kilometer column unique.

[0050] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] 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 some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0052] Figure 1 A schematic structural diagram of a vehicle-mounted ATP system based on a kilometer-marked electronic map according to an embodiment of the present invention is shown;

[0053] Figure 2 A schematic diagram of the line number of the positive and lateral track section according to an embodiment of the present invention is shown;

[0054] Figure 3 A schematic diagram of line data of a positive and side track section according to an embodiment of the present invention is shown;

[0055] Figure 4 A schematic diagram of vehicle pick-up route data according to an embodiment of the present invention is shown;

[0056] Figure 5 A schematic diagram of vehicle departure route data according to an embodiment of the present invention is shown;

[0057] Figure 6 A schematic diagram of a long and short chain circuit according to an embodiment of the present invention is shown;

[0058] Figure 7 A schematic flow chart of a vehicle-mounted ATP control method based on a kilometer-marked electronic map according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0059] 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.

[0060] Figure 1 FIG. 4 shows a schematic diagram of the structure of a vehicle-mounted ATP system based on a kilometer-marked electronic map according to an embodiment of the present invention. Figure 1 As shown, an on-vehicle ATP system based on a kilometer-marked electronic map according to an embodiment of the present invention includes:

[0061] The map construction module is used to collect electronic map elements, encode each electronic map element according to a preset information structure, obtain electronic map data, and store the electronic map data in a FLASH memory.

[0062] A map reading module, used to obtain pre-stored electronic map data, decode the electronic map data, and obtain an electronic map structure based on kilometer markers;

[0063] Train positioning module, used to obtain the train's location information and target line;

[0064] The location information is the location information transmitted by the positioning transponder when the train passes through the positioning transponder, and the target line is the line number of the train currently traveling input by the operator;

[0065] A driving permission module, used for traversing route data in the electronic map structure according to the location information and the target route to obtain a driving permission route;

[0066] A data mapping module, used to map the driving permission route to a current in-use route data list;

[0067] The ATP control module is used for the on-board ATP system to continuously monitor the position and speed of the train according to the line data in the in-use line data list.

[0068] Optionally, the electronic map data includes: electronic map version, number of lines, electronic map elements within each line number, route data of the entire electronic map and long and short chain data of the entire electronic map; wherein the electronic map elements include: kilometer columns, signal lights, stations, dangerous points, bridges, crossings, tunnels, switches, dead ends, mainline track sections, static speed limits, slopes, line curves, phase separation areas and braking area information.

[0069] In the electronic map data, the data structure of each station includes the approach route, long and short links, lateral track sections within the station, and lateral signals within the station. The approach route refers to a series of track sections that the train passes through when it is inside or passing through the station. Long and short links refer to different kilometer marks at the same point between different lines. The lateral track section within the station refers to the track section that does not belong to the main line and track. The lateral signal within the station refers to the signal located on the lateral track section within the station.

[0070] In this embodiment, the electronic map structure is shown in Table 1:

[0071]

[0072] Table 1

[0073] Optionally, in the electronic map data, by establishing the rules of line numbering and the change mode of kilometer mark, the correct operation and positioning of the train is ensured. The line number of the upward line is defined as an odd number, and the line number of the downward line is defined as an even number; for the upward line with an odd number, the kilometer mark increases along the running direction, and for the downward line with an even number, the kilometer mark decreases along the running direction.

[0074] In this embodiment, the route numbering range is set between 1-398. The uplink routes are numbered with odd numbers, such as 1, 3, 5, 7, ..., 197, 199. When the train runs along these routes, the kilometer mark will gradually increase. For example, from 10.0km to 20.0km and then to 30.0km. The downlink routes are numbered with even numbers, such as 2, 4, 6, 8, ..., 198, 200. When the train runs along these routes, the kilometer mark will gradually decrease. For example, from 30.0km to 20.0km and then to 10.0km. Numbers 200-398 are used to describe the reverse operation of routes 1-199. During the reverse operation, the kilometer mark change should be opposite to the kilometer mark change in the forward operation. For example: Route 200 is the reverse operation of Route 1, and the kilometer mark decreases from high to low. Route 201 is the reverse operation of Route 2, and the kilometer mark increases from low to high. Route 397 is the reverse operation of Route 198, with the kilometer mark increasing from low to high. Route 398 is the reverse operation of Route 199, with the kilometer mark decreasing from high to low.

[0075] Optionally, in the electronic map data, the location information of the public column is represented by an absolute position, and the location information of other electronic map elements except the kilometer column is represented by a relative position. The absolute position includes the route number, kilometer mark and longitude and latitude information. The longitude and latitude information is a coordinate defined by longitude and latitude with the earth as the coordinate system. This coordinate is the unique identifier of the public column on the earth. When specifically represented, the longitude and latitude are expressed in radians and multiplied by 10. 8

[0076] (ie 8 decimal places) to improve accuracy. The relative position is represented by the coordinate offset of the electronic map element relative to a fixed starting point.

[0077] In this embodiment, since the kilometer column is uniquely determined, the fixed starting point is the kilometer column closest to the electronic map element.

[0078] Optionally, the information structure of each electronic map element is described in detail below:

[0079] 1. Kilometer column: used to provide accurate position reference points for trains on the track. The information structure of the kilometer column includes: a. The distance between adjacent kilometer columns is generally no more than 1,000 meters. This setting ensures that the position of the train can be updated frequently and accurately. b. Kilometer columns are set outside the exit signals on both sides of the track of the station. This ensures that the train has a clear position reference point when entering and leaving the station. c. Each kilometer column contains the following information: line number, kilometer mark, and longitude and latitude information. d.

[0080] The longitude and latitude information of the kilometer columns of the up and down lines projected in the section and station are the same, which ensures that in the electronic map, whether the train is running on the up line or the down line, for the kilometer columns at the same location, although the line numbers and kilometer marks are different, their longitude and latitude information is the same. The kilometer column information structure is shown in Table 2:

[0081]

[0082] Table 2

[0083] 2. Mainline signal: The mainline signal (i.e. the main line of the station) of the section and station is the mainline signal, which is used to provide information when the train is running in the section and station. The information structure of the mainline signal includes: line number, kilometer mark, signal type and speed limit. Among them, for the odd-numbered up lines, the signals are arranged in the order of increasing kilometer marks. For the even-numbered down lines, the signals are arranged in the order of decreasing kilometer marks. When describing the signal in the electronic map data, only those signals that are consistent with the current line running direction are described, that is, for the up line, only the signals in the direction of increasing kilometer marks are described; for the down line, only the signals in the direction of decreasing kilometer marks are described. The information structure of the mainline signal is shown in Table 3:

[0084]

[0085]

[0086] Table 3

[0087] 3. Station: In the electronic map data, the number of each station is unique in the entire electronic map. When a station is shared by multiple lines, the station number should be consistent in all line data involving the station. The order of station numbers in the electronic map should be arranged in the positive direction of the line with the smallest line number among all lines of the station. The information structure of each station includes:

[0088] Station number is a unique number used to identify the station. This number is unique in the entire electronic map.

[0089] Line number: select the smallest line number among all lines of the station.

[0090] Kilometer mark, used to indicate the starting position of the station (in kilometers).

[0091] Length is used to indicate the length of the station. The length of the station is from the entry signal to the reverse entry signal.

[0092] Speed ​​limit, used to indicate the allowed speed when passing through the station.

[0093] Text information, including station names and other information, is represented by one byte per character, and the font encoding uses a specific font.

[0094] Among them, the station information structure is shown in Table 4:

[0095]

[0096] Table 4

[0097] 4. Danger point (temporary speed limit) is used to indicate the temporary speed limit area set on the ground. It includes mainline danger point and lateral danger point. Mainline danger point indicates the speed limit area of ​​the mainline track section, and lateral danger point indicates the speed limit area of ​​the lateral track section.

[0098] In this embodiment, the numbering sequence of the dangerous points is arranged in sequence according to the running direction of the line in the electronic map data. The information structure of the dangerous points is shown in Table 5:

[0099]

[0100]

[0101] Table 5

[0102] 5. Bridge, used to indicate the information of bridges set on the ground. Bridges are similar to dangerous points, and also include mainline bridges and lateral bridges, which will not be described here. In this embodiment, the numbering sequence of bridges is arranged in sequence according to the running direction of the line in the electronic map data. The information structure of bridges is shown in Table 6:

[0103]

[0104] Table 6

[0105] 6. Crossings, used to indicate the crossing information set on the ground, similar to dangerous points, also include main crossings and side crossings, which will not be described here. In this embodiment, the numbering sequence of the crossings is arranged in sequence according to the running direction of the line in the electronic map data. The information structure of the crossing is shown in Table 7:

[0106]

[0107] Table 7

[0108] 7. Tunnels are used to indicate the tunnel information set on the ground. Similar to dangerous points, they also include mainline tunnels and lateral tunnels, which will not be described in detail here. In this embodiment, the numbering sequence of the tunnels is arranged in sequence according to the running direction of the line in the electronic map data. The information structure of the tunnel is shown in Table 8:

[0109]

[0110] Table 8

[0111] 8. Turnouts. The turnout numbers are arranged in the electronic map data in the direction of the line. This electronic map element can be left blank. The information structure of the turnout is shown in Table 9:

[0112]

[0113] Table 9

[0114] 9. Dead line, used to indicate the end of the station and speed limit information. The numbering sequence of the dead line is arranged in the electronic map data according to the running direction of the line. The information structure of the dead line is shown in Table 10:

[0115]

[0116]

[0117] Table 10

[0118] 10. Mainline track section, used to indicate the length of the ground track section, the properties of the insulation joints, and the carrier frequency. The mainline track section refers to the main line track section and track of the section and station. The numbering sequence of the mainline track section is arranged in sequence according to the line running direction in the electronic map data. The information structure of the mainline track section is shown in Table 11:

[0119]

[0120]

[0121] Table 11

[0122] 11. Static speed limit is used to indicate the speed limit information set based on the actual allowed train running speed of the line. That is, in certain specific sections, due to line conditions (such as small curve radius, large slope, etc.), the train cannot exceed a certain specified speed. It also includes the main line static speed limit and the lateral static speed limit. The numbering sequence of the static speed limit is arranged in sequence according to the line running direction in the electronic map data. The information structure of the static speed limit is shown in Table 12:

[0123]

[0124] Table 12

[0125] 12. Slope, used to indicate the slope information based on the actual line. The slope reflects the upward or downward trend of the line. The slope data is rounded to the safe side with a resolution of 1‰ (one thousandth). The distance and length resolution of the slope information is 1m (the position error of the slope change point is ±5m). It includes the main line slope and the lateral slope. The slope numbering sequence is arranged in sequence according to the line running direction in the electronic map data. The information structure of the slope is shown in Table 13:

[0126]

[0127]

[0128] Table 13

[0129] 13. Route curves are used to represent curve information based on the actual route, including parameters such as the radius, length, start and end points of the curve, reflecting the geometric characteristics of the curved part of the route. The numbering sequence of the route curves is arranged in sequence according to the route running direction in the electronic map data. The information structure of the route curve is shown in Table 14:

[0130]

[0131] Table 14

[0132] 14. Phase separation area, a phase separation area refers to an area on an electrified railway where the power supply is interrupted to achieve electrical isolation between different power supply arms. The existence of the phase separation area is to prevent the current from forming a closed loop between different power supply arms, thereby ensuring the safe operation of the electrical system. It includes the main line phase separation area and the lateral phase separation area. The numbering order of the phase separation area is arranged in sequence according to the line running direction in the electronic map data. The information structure of the phase separation area is shown in Table 15:

[0133]

[0134] Table 15

[0135] 15. Braking area is used to indicate the area displayed to the driver on the DMI (Driver Machine Interface) to prompt the driver to perform braking operations. These areas are not directly used to automatically control the braking of the train, but are used as reference information for the driver to determine when to take braking measures. The numbering sequence of the braking area is arranged in sequence according to the direction of line operation in the electronic map data. The information structure of the braking area is shown in Table 16:

[0136]

[0137] Table 16

[0138] 16. Route: The train receiving route refers to the path of the train from entering the station to stopping at the platform. The train departure route refers to the path of the train from the station to the section. The route number is used to indicate the number of different train receiving and dispatching routes in a station. Each route has a unique number for easy management and identification. The route numbering sequence should be arranged in sequence in the electronic map data in combination with the line number and the line running direction. The route information structure is shown in Table 17:

[0139]

[0140]

[0141] Table 17

[0142] 17. Long and short chain, used to indicate the long and short chain information set on the ground. Long and short chain refers to the different kilometer marks at the same point between different lines. This phenomenon usually occurs when multiple lines intersect or when lines are extended or rebuilt.

[0143] In this embodiment, only the long and short chains across the line are considered, and the long and short chains within a single line are not considered. The position of the long and short chain is at the end of a track section of the original line number of the long and short chain and the starting point of a track section of the updated line number of the long and short chain. The information structure of the long and short chain is shown in Table 18:

[0144]

[0145] Table 18

[0146] 18. Lateral track sections within the station. Lateral track sections within the station are all track sections within the station that do not belong to the main line and station tracks. Lateral track sections within the station should be described in both directions on the electronic map.

[0147] like Figure 2 As shown, the data of the lateral track section within the station includes: the length of the track section, the properties of the insulation joint to which it belongs, the carrier frequency, the speed limit, the slope, the phase separation and other information.

[0148] like Figure 3 As shown in the figure, when describing track sections in an electronic map, the description order of the track sections in the electronic map should be arranged according to the actual direction of train operation. Specifically, for the up line, the track sections should be arranged in the direction of increasing kilometer marks; for the down line, the track sections should be arranged in the direction of decreasing kilometer marks. When describing line data, the track section is used as the basic description unit. Each track section is described as an independent part, including its length, attributes and other related information.

[0149] The information structure of the lateral track section within the station is shown in Table 19:

[0150]

[0151]

[0152] Table 19

[0153] 19. The lateral signal inside the station refers to all the signal machines that do not belong to the main line and track inside the station. That is, these signal machines are not used for the route control of the main line train, but for the signal control of other lateral track sections. The information structure of the lateral signal machine inside the station is shown in Table 20:

[0154]

[0155]

[0156] Table 20

[0157] Optionally, the map construction module also includes:

[0158] The route data unit is used to generate the line path of the train from entering the station to leaving the station or from leaving the station to the section, wherein the line path from entering the station to leaving the station is from the first track section protected by the entry signal or the receiving approach signal to the last track section of the train approach outside the exit signal or the departure approach signal or the receiving approach signal; the line path from leaving the station to the section is from the first track section protected by the exit signal or the departure approach signal to the first passing signal in the section or the last track section outside the departure approach signal or the exit signal.

[0159] In this embodiment, for the train entering the station, the first step of the train entering the station is from the station entry signal, or the station entry signal from the train entry signal or the first track section outside the train entry signal is the first track section for the train to enter the station. The train's travel path in the station ends before the departure signal, or before the departure route signal, or before the train entry signal. The last track section refers to the last track section before the train leaves the station. Figure 4 As shown, the route includes track sections G1, G2, G3, and G4.

[0160] For departure and entry, the first step of the train leaving the station is from the departure signal, or from the departure route signal. The first track section outside the departure signal or departure route signal is the first track section for the train to leave the station. After the train leaves the station, the travel path ends before the first passing signal in the section, or before the departure route signal, or before the departure signal; the last track section refers to the last track section before the train enters the section. Figure 5As shown, the track sections included in this route are G4, G5, G6, and G7.

[0161] Among them, by defining the line path from entering the station to leaving the station and from leaving the station to the section, the system can clearly define the running trajectory of the train, thereby better planning the driving permit line and avoiding conflicts and accidents.

[0162] Optionally, the map construction module further includes:

[0163] The long-short link data unit is used to generate multiple location information for intersecting coordinate points that are on multiple routes and have the same geographical location, based on the route number of each route and the kilometer mark of the corresponding route, wherein the multiple location information is used to represent the geographical location of the intersecting coordinate point on each route.

[0164] In this embodiment, Figure 6 As shown, the two lines (Line 1 and Line 3) have different kilometer mark values ​​at the same geographic coordinate points (Point A and Point B). Although Point A and Point B are the same location in physical space, the difference in the length of the lines themselves causes the kilometer mark values ​​at these two points to be different. In electronic maps, such situations require special annotation. For example, for Point A, "(Line 1, Point A kilometer mark)" and "(Line 3, Point A kilometer mark)" will be marked on the map, and the same is true for Point B. This practice is to let users know clearly that although Point A and Point B are the same place physically, their kilometer marks are different in different line systems.

[0165] The embodiment of the present invention also provides a vehicle-mounted ATP control method based on a kilometer-marked electronic map, such as Figure 7 As shown, including:

[0166] Collecting element information of electronic map elements, and encoding the element information according to a preset information structure to obtain electronic map data;

[0167] Decoding the electronic map data to obtain an electronic map structure based on kilometer landmarks;

[0168] Acquire the location information and target route of the train from the external environment, traverse the route data in the electronic map structure according to the location information and the target route, and obtain the driving permission route;

[0169] Mapping the driving permission route to a currently used route data list;

[0170] The on-board ATP system is used to continuously monitor the position and speed of the train according to the line data in the in-use line data list.

[0171] Optionally, also include:

[0172] The element information of the electronic map elements is collected, and the element information is encoded according to a preset information structure to obtain the electronic map data and store it.

[0173] Optionally, the electronic map data includes: electronic map version, number of lines, electronic map elements, route data and long and short chain data; among which, the electronic map elements include: kilometer columns, signal lights, stations, dangerous points, bridges, crossings, tunnels, switches, dead ends, mainline track sections, static speed limits, slopes, line curves, phase separation areas and braking area information.

[0174] Optionally, it also includes: identifying multiple lines by line numbers; wherein the line number of the up line is an odd number, and the kilometer mark of the up line increases along the running direction; the line number of the down line is an even number, and the kilometer mark of the down line decreases along the running direction.

[0175] Optionally, it also includes: indicating the geographical location of each electronic map element by route number and kilometer mark.

[0176] Optionally, electronic map elements are divided into absolute position elements and relative position elements according to geographical location; absolute position information is used to represent the geographical location of absolute position elements; wherein the absolute position information includes: route number, kilometer mark and longitude and latitude information; relative position information is used to represent the geographical location of relative position elements; wherein the relative position information is represented as the coordinate drift of the absolute position information.

[0177] Optionally, generate a line path for the train from entering the station to leaving the station or from leaving the station to the section, where the line path from entering the station to leaving the station is from the first track section protected by the entry signal or the receiving approach signal to the last track section of the train approach outside the exit signal or the departure approach signal or the receiving approach signal; the line path from leaving the station to the section is from the first track section protected by the exit signal or the departure approach signal to the first passing signal in the section or the last track section outside the departure approach signal or the exit signal.

[0178] Optionally, it also includes: for intersecting coordinate points on multiple routes with the same geographical location, multiple location information is generated according to the route number of each route and the kilometer mark of the corresponding route, wherein the multiple location information is used to represent the geographical location of the intersecting coordinate point on each route.

[0179] Optionally, the location information is location information transmitted by the positioning transponder when the train passes the positioning transponder;

[0180] The target line is the line number entered by the operator on which the train is currently traveling.

[0181] The above description is only a preferred embodiment of the present invention and an explanation of the technical principles used. Those skilled in the art should understand that the disclosure scope involved in the present invention is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in the present invention (but not limited to) by each other.

Claims

1. A vehicle-mounted ATP system based on kilometer-marked electronic maps, characterized in that: include: A map reading module, used to obtain pre-stored electronic map data, decode the electronic map data, and obtain an electronic map structure based on kilometer markers; Train positioning module, used to obtain the train's location information and target route from the external environment; A driving permission module, used for traversing route data in the electronic map structure according to the location information and the target route to obtain a driving permission route; A data mapping module, used to map the driving permission route to a current in-use route data list; The ATP control module is used for the on-board ATP system to continuously monitor the position and speed of the train according to the line data in the in-use line data list.

2. The vehicle-mounted ATP system based on kilometer-marked electronic maps according to claim 1 is characterized in that: Also includes: The map construction module is used to collect element information of electronic map elements, encode the element information according to a preset information structure, obtain electronic map data and store it.

3. The vehicle-mounted ATP system based on kilometer-marked electronic maps according to claim 1 is characterized in that: The electronic map data includes: electronic map version, number of lines, electronic map elements, route data and long and short chain data; among which, the electronic map elements include: kilometer columns, signal machines, stations, dangerous points, bridges, crossings, tunnels, switches, dead ends, mainline track sections, static speed limits, slopes, line curves, phase separation areas and braking area information.

4. The vehicle-mounted ATP system based on kilometer-marked electronic maps according to claim 2 is characterized in that: The map construction module includes: The line coding unit is used to identify multiple lines by line numbers; wherein the line number of the uplink line is an odd number, and the kilometer mark of the uplink line increases along the running direction; the line number of the downlink line is an even number, and the kilometer mark of the downlink line decreases along the running direction.

5. The vehicle-mounted ATP system based on kilometer-marked electronic maps according to claim 4 is characterized in that: The map construction module also includes: The location information unit is used to indicate the geographical location of each electronic map element by means of a route number and a kilometer mark.

6. The vehicle-mounted ATP system based on kilometer-marked electronic maps according to claim 5 is characterized in that: Electronic map elements are divided into absolute position elements and relative position elements according to geographical location. The position information unit includes: The absolute position subunit is used to represent the geographical location of the absolute position element using absolute position information; wherein the absolute position information includes: route number, kilometer mark and longitude and latitude information; The relative position subunit is used to use relative position information to represent the geographical location of the relative position element; wherein the relative position information is represented as a coordinate drift of the absolute position information.

7. The vehicle-mounted ATP system based on kilometer-marked electronic maps according to claim 4 is characterized in that: The map construction module also includes: The route data unit is used to generate the line path of the train from entering the station to leaving the station or from leaving the station to the section, wherein the line path from entering the station to leaving the station is from the first track section protected by the entry signal or the receiving approach signal to the last track section of the train approach outside the exit signal or the departure approach signal or the receiving approach signal; the line path from leaving the station to the section is from the first track section protected by the exit signal or the departure approach signal to the first passing signal in the section or the last track section outside the departure approach signal or the exit signal.

8. The vehicle-mounted ATP system based on kilometer-marked electronic maps according to claim 5 is characterized in that: The map construction module also includes: The long-short link data unit is used to generate multiple location information for intersecting coordinate points that are on multiple routes and have the same geographical location, based on the route number of each route and the kilometer mark of the corresponding route, wherein the multiple location information is used to represent the geographical location of the intersecting coordinate point on each route.

9. The vehicle-mounted ATP system based on kilometer-marked electronic maps according to claim 1 is characterized in that: The train positioning module comprises: A position information unit, used for receiving position information transmitted by a positioning transponder when a train passes by the positioning transponder; The target line unit is used to obtain the target line through the line number of the train currently traveling input by the operator.

10. A vehicle-mounted ATP control method based on a kilometer-marked electronic map, characterized in that: include: Collecting element information of electronic map elements, and encoding the element information according to a preset information structure to obtain electronic map data; Decoding the electronic map data to obtain an electronic map structure based on kilometer landmarks; Acquire the location information and target route of the train from the external environment, traverse the route data in the electronic map structure according to the location information and the target route, and obtain the driving permission route; Mapping the driving permission route to a currently used route data list; The on-board ATP system is used to continuously monitor the position and speed of the train according to the line data in the in-use line data list.

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