Implementation method for judging uplink and downlink of train through railway CIR

Abstract

The invention provides an implementation method for judging uplink and downlink of a train through railway CIR, and aims to solve the problems that an existing method is single and misjudgment is carried out under some conditions. According to the method, a line end judgment method, a train number odd-even judgment method, a train running trend judgment method, a station information point switching judgment method and a TAX kilometer post increase and decrease judgment method are comprehensively utilized, and ascending and descending of a train are rapidly and accurately judged under different conditions. Wherein the line end judgment method and the train number odd-even judgment method are used for initial uplink and downlink judgment; the train running trend judgment method, the station information point switching judgment method and the TAX kilometer post increase and decrease judgment method are used for dynamic adjustment after train running. Through cooperative application of various determination methods, the accuracy of determining the up and down of the train by the CIR is effectively improved, so that the condition of wrong display of the front station and the rear station is avoided, and the driving safety is guaranteed.

Description

Technical Field

[0001] The invention relates to the field of methods for determining whether a train is going up or down, and in particular to a method for implementing railway CIR determination of whether a train is going up or down. Background Art

[0002] With the rapid development of my country's railway transportation industry, the scale of the railway network is expanding, and the number of railway lines and stations is also increasing. Since different lines and stations often correspond to unique telephone numbers, dispatching information, etc., it is difficult for train drivers to quickly and accurately grasp relevant information by memory alone. For this reason, locomotive integrated wireless communication equipment (CIR) is widely used in railway transportation. By presetting line and station data, it provides drivers with detailed information about the next station, the next station, and the current station. The driver only needs to select the corresponding information to quickly complete the call.

[0003] However, the CIR system must accurately determine the direction of the train, i.e. up or down, in order to correctly display the order of the front and rear stations. Once the up or down judgment is wrong, the CIR system will reverse the information of the front and rear stations, causing novice drivers to call the wrong station and miss the best time to make a call, which poses a potential threat to the safety of train operation.

[0004] In the prior art, the CIR system usually relies on the parity of the train number to determine the up and down directions of the train. Specifically, an even train number usually indicates that the train is going up, and an odd train number usually indicates that the train is going down. However, this determination method is relatively single, and in some special cases: for example, freight trains or trains that do not follow the conventional train number rules, it may not be possible to accurately determine the direction of the train, thereby causing misjudgment problems. Especially in scenarios where the lines are more complex and changeable, a single train number determination method is difficult to meet actual needs.

[0005] Therefore, there is an urgent need for a more comprehensive and accurate up and down determination method that can quickly and reliably determine the train direction in various complex situations, thereby ensuring the accuracy of the CIR system and improving the safety and efficiency of train operation. Summary of the invention

[0006] In order to solve the above problems, the present invention provides a method for implementing the railway CIR to determine the up and down directions of trains. In addition to the train number odd-even determination method, the method also includes a line end determination method, a train operation trend determination method, a station information point switching determination method, and a TAX kilometer mark increase and decrease determination method. The method can accurately determine the up and down directions of trains, which is not only applicable to conventional trains, but also can cope with the direction determination requirements of freight trains and special circumstances, ensuring the accuracy and efficiency of information display and communication functions in a complex railway network environment.

[0007] To achieve the above-mentioned purpose, the technical solution of the present invention is: a method for implementing the railway CIR to determine the up and down travel of a train, characterized in that the method includes a line end determination method, a train number parity determination method, a train operation trend determination method, a station information point switching determination method and a TAX kilometer mark increase and decrease determination method, so as to realize the rapid determination of the up and down travel of a train under various circumstances; the line end determination method and the train number parity determination method are used for the initial up and down travel determination when the CIR is turned on; the train operation trend determination method, the station information point switching determination method and the TAX kilometer mark increase and decrease determination method are used to timely and dynamically correct the possible misjudgment of the up and down travel in the initial determination after the train starts to run.

[0008] Furthermore, the specific determination process is as follows: The decision process of the implementation method is: A1. When the CIR is just turned on, try to determine whether the initial up and down directions of the train can be determined by the line end determination method. If it can be determined, use the up and down directions and jump to step A7. Otherwise, execute the next step. A2. Use the odd-even method of train number to determine the initial uplink and downlink; A3. If the train is not moving, keep the up and down lines unchanged and jump to step A7. If the train is moving, execute the next step; A4. Try to determine whether the up and down lines of the train can be determined by the TAX kilometer mark increase and decrease determination method. If it can be determined, use the up and down lines and jump to step A7. Otherwise, execute the next step. A5. Try to determine whether the up and down directions of the train can be determined by the train running trend determination method. If it can be determined, use the up and down directions and jump to step A7. Otherwise, execute the next step. A6. Try to determine whether the up and down directions of the train can be determined by the station information point switching determination method. If it can be determined, use the up and down directions; A7, delay 3 seconds, jump to step A3.

[0009] The technical effect of the present invention is: the method implemented by the present invention overcomes the limitation of the existing CIR system that only relies on the parity of the train number to determine the up and down directions of the train, and solves the problem that the information of the front station and the rear station may be reversed due to misjudgment. In the traditional method, since the train number determination method is relatively single, especially in special circumstances (such as freight trains or trains that do not follow the conventional train number rules), misjudgment may occur, which not only brings great trouble to novice train drivers, but also may cause the problem of wrong calls, thereby causing delays in communication opportunities and affecting the safety of train operation. By introducing a variety of auxiliary information and comprehensive determination strategies, the present invention can accurately determine the up and down directions of trains in complex line scenarios, effectively reducing the direction recognition errors caused by a single determination method.

[0010] In addition, the method can update the train running status and direction information in real time, has high compatibility with the existing CIR system, can achieve functional expansion based on the original system, avoids the comprehensive transformation of the existing system, and thus reduces the implementation cost. By accurately determining the running direction of the train, the present invention ensures that novice drivers can quickly grasp the accurate information of the front and rear stations, greatly improving the efficiency of train communication and dispatching. At the same time, it reduces the operational safety hazards that may be caused by misjudgment, further ensures the reliability and efficiency of railway transportation, and comprehensively improves the service capacity and operation quality of the railway transportation network. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a block diagram of the overall structure of the present invention; Figure 2 It is a flow chart of the method for implementing the present invention; Figure 3 It is a schematic diagram of the structure of the running circuit of the present invention; Figure 4 It is a schematic diagram of the train running trend determination method of the present invention. DETAILED DESCRIPTION

[0012] In order to more clearly understand the present invention, the following is a detailed description with reference to the accompanying drawings and examples: like Figure 1 As shown, a method for implementing the railway CIR to determine whether a train is going up or down, in addition to the train number odd-even determination method, the implementation method also includes a line end determination method, a train running trend determination method, a station information point switching determination method, and a TAX kilometer mark increase or decrease determination method. The train number odd-even determination method is an existing determination method. This method uses the parity of the digital part of the train number to determine whether the train is going up or down. The specific determination is as follows: if the train number is an even number, it is usually going up; if the train number is an odd number, it is usually going down. The train number odd-even determination method is usually not a big problem when used in passenger trains, but some special lines or types of trains (especially freight cars) do not fully comply with this rule, so other determination methods are needed to improve the judgment of going up or down. In this implementation method, CIR comprehensively utilizes the above five determination methods to quickly determine whether a train is going up or down in various situations. The line end determination method and the train number odd-even determination method are used for the initial up or down determination when the CIR is just turned on. The train operation trend determination method, station information point switching determination method and TAX kilometer increase and decrease determination method are all used after the train starts running, and are used to timely and dynamically correct possible misjudgments of the initial up and down movements.

[0013] The train up and down determination process of this implementation method is as shown in the attached Figure 2 As shown: A1. When the CIR is just turned on, try to determine whether the initial up and down lines of the train can be determined by the line end determination method. If it can be determined, use the up and down lines and jump to step A7, otherwise go to the next step; A2. Use the odd-even method of train number to determine the initial uplink and downlink; A3. If the train is not moving, keep the up and down lines unchanged and jump to step A7. If the train is moving, execute the next step; A4. Try to determine whether the up and down lines of the train can be determined by the TAX kilometer mark increase and decrease determination method. If it can be determined, use the up and down lines and jump to step A7, otherwise proceed to the next step; A5. Try to determine whether the train's up and down direction can be determined by the train running trend determination method. If it can be determined, use the up and down direction and jump to step A7, otherwise go to the next step; A6. Try to determine whether the up and down directions of the train can be determined by the station information point switching determination method. If it can be determined, use the up and down directions; A7, delay 3 seconds, jump to step A3; The above-mentioned line end determination method uses the running line data in CIR to accurately determine the initial up and down directions of the train. Figure 3 As shown in the figure, when the running line data is prepared, the station information points are arranged in order in the upward direction. Figure 3 When the train is in the upward state, it can be clearly determined that the train is in the upward state. This is because when the train departs from the first station information point, it can only go to the next station information point (such as Figure 3 The train will travel towards station 2) in the upward direction.

[0014] Similarly, when the train is at the last station information point on the running line (such as Figure 3 This is because when the train is at the last station information point, it can only move toward the previous station information point (such as Figure 3 This determination method makes reasonable use of the inherent characteristics of the running line. It is not only logically clear, but also easy to operate. It effectively improves the accuracy of the initial direction determination of the train and provides a reliable guarantee for the stable operation of the CIR system.

[0015] Figure 3 The operating line structure in CIR is also shown: 1. Station information points. The running line is composed of station information points connected in series. The station information points are arranged in the upward direction. Each information point has a unique number, and the numbers are from small to large in the upward direction. Each station information point contains some information, such as: station name, station telephone number, station rectangular coverage, etc.

[0016] 2. Inside the station. The rectangular coverage of the station is the station, which consists of two longitude and latitude points and is usually relatively small.

[0017] 3. Section. The area between two stations is the section, which is usually very long.

[0018] The above-mentioned station information point switching determination method realizes efficient determination of the up and down directions of trains by utilizing the running line data in CIR. Figure 3 As shown in the figure, when the running line data is produced, the station information points are arranged in sequence in the upward direction, and each information point is assigned a number from small to large. Since the arrangement order of the station information points strictly follows the upward direction, increasing from small numbers to large numbers, the change of the information point number during the train operation can directly reflect its travel direction.

[0019] Specifically, when a train leaves a station information point with a lower number (e.g. Figure 3 2 in the station, the information point number is 2) to a station information point with a higher number (for example Figure 3 When the train reaches a station information point with a larger number (e.g., station 3 in the figure, with information point number 3), it can be accurately determined that the train is in the up state. Figure 3 3 in the station, the information point number is 3) to a station information point with a smaller number (for example Figure 3 When the station is 1 and the information point number is 1), it can be clearly determined that the train is in the downlink state.

[0020] This determination method based on changes in station information point numbers is not only logically concise, but also relies on existing operating line data and does not require the support of additional hardware equipment. It can quickly and accurately complete train direction determination, providing a reliable direction basis for railway operation dispatching, and further improving the safety and efficiency of the system.

[0021] The above train running trend determination method is an innovative up and down determination method based on the train running track, which is mainly used for determining the direction of the train when it is between stations. Figure 4 As shown, since the space inside the station is usually limited, the train tracks are complex and the trajectory is relatively chaotic, and it cannot meet the basic distance requirement (800 meters) of the operation trend determination method, this method is suitable for the section between stations.

[0022] Specifically, when a train enters a section, the system will record the latitude and longitude of the current location as the reference latitude and longitude (e.g. Figure 4 As the train continues to run, its position will gradually move away from the reference point. When the train reaches a new position (such as Figure 4 At point 2), the system will start to make uplink and downlink judgments.

[0023] The judgment of up and down is based on the angle between the two vectors. The first vector (such as Figure 4 The vector 1 in the figure is composed of the longitude and latitude of the two station information points in the interval, and the direction is from the station information point with a smaller number to the station information point with a larger number, indicating the standard running direction between stations. Figure 4 The vector 2 in is composed of the reference longitude and latitude and the current position of the train, and the direction is from the reference point to the current position of the train. By calculating the angle between these two vectors, if the angle is less than 90 degrees, the train is judged to be going up; otherwise, if the angle is greater than or equal to 90 degrees, it is judged to be going down.

[0024] In order to improve the accuracy of judgment, the system has designed a dynamic update mechanism: during the judgment period, if it is found that the distance between the train and the reference point does not continue to increase but decreases, indicating that the train may turn around or the judgment is wrong, the system will immediately update the current position to the new reference longitude and latitude and start the judgment again. In addition, after each up and down judgment is completed, the system will also update the reference longitude and latitude in real time to ensure the continuity and accuracy of subsequent judgments.

[0025] This method effectively utilizes the actual trajectory information of train operation. It not only overcomes the limitations of traditional methods in complex lines and special situations, but also reduces the possibility of misjudgment through a dynamic update of reference point mechanism, providing strong guarantees for the safety and efficiency of railway transportation.

[0026] The above-mentioned TAX kilometer mark increase and decrease determination method is a method for determining up and down travel based on the kilometer mark information output by the train TAX box. The kilometer mark is a mark of railway distance, indicating the cumulative mileage from the starting point of the railway line to the current position, usually in kilometers. This method effectively uses the change trend of the kilometer mark to determine up and down travel, but its applicability needs to meet certain conditions.

[0027] Specifically, in order to ensure the accuracy and reliability of the judgment, an identifier needs to be added to each line when the running line is made to indicate whether the line can be judged up and down by the kilometer mark information. This is because the kilometer mark output by the TAX box corresponding to some lines may be invalid or inaccurate, so this method cannot be applied.

[0028] When the line is marked as supporting kilometer mark judgment, and the kilometer mark information output by the TAX box is valid, this method can be enabled to judge up and down. When the kilometer mark changes by more than 100 meters during the train operation (the distance threshold can be adjusted according to actual needs), the system will judge up and down according to the increase or decrease of the kilometer mark. If the kilometer mark shows an increase, the train is judged to be up; conversely, if the kilometer mark shows a decrease, the train is judged to be down.

[0029] This method has the following advantages: first, the increase or decrease of kilometer markers directly reflects the direction of train operation, and the logic is simple and easy to implement; second, since the kilometer markers are based on the basic information of railway line design, they are highly effective and suitable for most conventional operating lines; third, for specific lines that support kilometer marker judgment, this method can quickly and accurately complete the identification of up and down lines.

[0030] However, in order to avoid misjudgment, this method needs to ensure the reliability of TAX box kilometer mark data and accurately set the mark during the operation line production stage. This method provides another efficient and intuitive means for determining the direction of train operation, further improves the function of CIR, and improves the safety and efficiency of train operation.

Claims

1. A method for determining the up and down train CIR of a railway, characterized in that: The implementation method includes a line end determination method, a train number odd-even determination method, a train running trend determination method, a station information point switching determination method, and a TAX kilometer mark increase-or-decrease determination method, so as to realize rapid determination of train up and down travel under various circumstances; the line end determination method and the train number odd-even determination method are used for initial up and down travel determination when the CIR is turned on; The train running trend determination method, station information point switching determination method and TAX kilometer mark increase and decrease determination method are used to dynamically correct possible misjudgments of the up and down lines in the initial determination in a timely manner after the train starts running.

2. The method for determining the up and down train status of a railway CIR according to claim 1, characterized in that: The determination process of the implementation method is as follows: A1. When the CIR is just turned on, try to determine whether the initial up and down directions of the train can be determined by the line end determination method. If it can be determined, use the up and down directions and jump to step A7. Otherwise, execute the next step. A2. Use the odd-even method of train number to determine the initial uplink and downlink; A3. If the train is not moving, keep the up and down directions unchanged and jump to step A7. If the train is moving, execute the next step; A4. Try to determine whether the up and down lines of the train can be determined by the TAX kilometer mark increase and decrease determination method. If it can be determined, use the up and down lines and jump to step A7. Otherwise, execute the next step. A5. Try to determine whether the up and down directions of the train can be determined by the train running trend determination method. If it can be determined, use the up and down directions and jump to step A7. Otherwise, execute the next step. A6. Try to determine whether the up and down directions of the train can be determined by the station information point switching determination method. If it can be determined, use the up and down directions; A7, delay 3 seconds, jump to step A3.

3. The method for determining the up and down train status of a railway CIR according to claim 1, characterized in that: The line end determination method uses the running line data in the CIR to determine the initial up and down direction of the train; when the running line data is produced, the station information points are arranged in sequence according to the upward direction. When the train is at the first station information point of the running line, it can be determined that the train is going up, and when the train is at the last station information point of the running line, it can be determined that the train is going down.

4. The method for determining the up and down train status of a railway CIR according to claim 1, characterized in that: The station information point switching judgment method uses the operating line data in the CIR to judge whether the train is going up or down. When the operating line data is produced, the station information points are arranged in sequence according to the upward direction and are numbered in order from small to large. When the train travels from a station information point with a small number to a station information point with a large number, it can be determined that the train is going up, and when the train travels from a station information point with a large number to a station information point with a small number, it can be determined that the train is going down.

5. The method for determining the up and down train status of a railway CIR according to claim 1, characterized in that: The train running trend determination method is carried out in the interval between two stations. When the train enters the interval, the longitude and latitude of the current position will be used as the reference longitude and latitude for comparison. As the train runs, the train will move away from this position. Once it reaches a new position of more than 800 meters, it is determined whether the train is going up or down. If it is found that the distance does not continue to increase but decreases, the reference longitude and latitude for comparison will be updated and the judgment will be restarted. After each judgment, the reference longitude and latitude will be updated and the judgment will be restarted. The judgment of the up and down is determined by the size of the angle between two vectors. The first vector is composed of the two station information points that constitute this interval, and the direction is from the small-numbered station information point to the large-numbered station information point; the second vector is composed of the reference longitude and latitude and the longitude and latitude of the current position of the train, and the direction is from the reference longitude and latitude to the longitude and latitude of the current position of the train. If the angle between the two vectors is less than 90 degrees, it can be determined that the train is going up, and if the angle between the two vectors is greater than or equal to 90 degrees, it can be determined that the train is going down.

6. The method for determining the up and down train status of a railway CIR according to claim 1, characterized in that: The TAX kilometer mark increase or decrease determination method uses the current train kilometer mark information output by the TAX box on the train to the CIR for determination. When the operating line is made, an indicator is specified to be added to indicate whether the kilometer mark can be used to determine the up and down directions. If the TAX kilometer mark is valid and the current operating line is marked as being able to determine the up and down directions by the kilometer mark, when the distance changes by more than 100 meters, the up and down directions can be determined based on the increase or decrease of the kilometer mark; if the kilometer mark increases, it can be determined that the train is going up, and if the kilometer mark is less, it can be determined that the train is going down.

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