Management method for train without continuous positioning and electronic equipment

Abstract

When the train is not continuously positioned, the maximum safe position and the transponder information when the train is continuously positioned are used to calculate the envelope of the train which is not continuously positioned so as to realize train tracking. In order to prevent the train from running out of its envelope after the localization transponder is lost, the envelope without continuous localization of the train will extend along the movement authorization of the train to the end point of the movement authorization based on the initial envelope. The envelope of the train without continuous positioning is an obstacle of resources or movement authorization of other trains, and the resources and movement authorization of the train behind the tail of the train without continuous positioning can be automatically released, so that the rear train can continue to track and run. And when the transponder information cannot be acquired, the envelope of the train without continuous positioning can be manually updated, and unnecessary train resources and movement authorization are released. The invention provides tracking and protection for a train without continuous positioning in a CBTC system without secondary positioning equipment, and ensures that a degraded operation train can exit operation safely under the protection of ATP and an engineering vehicle works safely under the protection of ATP.

Description

Technical Field

[0001] The invention relates to the technical field of rail transit, and in particular to a management method and electronic equipment for trains without continuous positioning. Background Art

[0002] With the rapid development of urban rail transit, CBTC (Communication Based Train Control System) has been widely used. In the existing CBTC system, axle counting is essential as a secondary positioning device to support the mixed operation of communication vehicles and non-communication vehicles and provide traditional interlocking functions. The trackside ATP system (Automatic Train Protection System) of CBTC uses the occupation and clearance of the axle counting section to determine whether there is a non-communication vehicle. Trackside interlocking uses the status of the axle counting section to determine whether the turnout and section are occupied by vehicles in functions such as route unlocking, signal opening, and turnout locking. In general, in the existing CBTC system, after the continuous positioning is lost, the CBTC system tracks the train according to the occupation and clearance of the axle counting equipment.

[0003] On the one hand, with the adoption of interlocking and train control integrated equipment, the traditional interlocking function is replaced by the ATP function, and the axle counting equipment is only used by the ATP system to determine whether there is a non-communication vehicle occupying it. At the same time, with the high reliability and high redundancy design of key subsystems, the CBTC system has achieved "zero impact" on operations in the event of key subsystem failures at the design level. The probability of equipped trains losing positioning and degrading due to equipment failures is greatly reduced, and there are very few scenarios for using axle counting equipment during normal operations. Therefore, the use of axle counting equipment will gradually decrease, and the solution of relying on axle counting equipment to track trains without continuous positioning will not be realized.

[0004] On the other hand, even in the presence of axle counting equipment, axle counting failures can lead to faulty occupation of the axle counting section. The CBTC system with axle counting cannot solve the problem of occupation left by non-communication trains after passing through a faulty occupied section. Transient axle counting failures can be restored by resetting. The CBTC mainline generally adopts axle counting pre-reset technology. After the pre-reset instruction is implemented, it is necessary to use an open guide signal to guide a communication train to pass through the faulty section slowly and complete the cleaning of the section before the section can return to normal. The entire recovery process is complex, time-consuming, and has certain safety risks. Failures in the reversing area will also affect the reversing operations of subsequent trains, which has a greater impact on operations. For those axle counting failures that are difficult to reset, emergency repairs are still required, which has a greater impact on normal operations.

[0005] Therefore, how to realize the tracking and protection of trains without continuous positioning in a CBTC system without axle counting (that is, a CBTC system without secondary positioning equipment) is a technical problem that needs to be solved urgently. Summary of the invention

[0006] The embodiments of the present application provide a management method and electronic equipment for trains without continuous positioning, which can realize the tracking and protection of trains without continuous positioning in a CBTC system without secondary positioning equipment, ensuring that downgraded operation trains can safely exit operation under ATP protection and engineering vehicles can operate safely under ATP protection.

[0007] An embodiment of the present application provides a management method for trains without continuous positioning, wherein the trains without continuous positioning include operating trains that have lost continuous positioning. The method includes: when the train without continuous positioning is an operating train that has lost continuous positioning, the trackside ATP determines the initial envelope of the train without continuous positioning based on the maximum safe position of the train when the continuous positioning is not lost and the maximum reverse distance of the train.

[0008] In one embodiment, the non-continuous positioning train includes an engineering vehicle, and the method includes: when the non-continuous positioning train is an engineering vehicle, the trackside ATP determines the initial envelope of the non-continuous positioning train based on the transponder information and train length reported by the train.

[0009] In one embodiment, when the non-continuously positioned train has movement authorization, the initial envelope is extended along the direction of the movement authorization to the end point of the movement authorization to obtain an extended envelope.

[0010] In one embodiment, when the non-continuous positioning train is able to obtain balise information while continuing to travel, the trackside ATP updates the extended envelope according to the new balise information reported by the train.

[0011] In one embodiment, the trackside ATP updates the extended envelope according to new transponder information reported by the train, including: the trackside ATP updates the envelope of the rear of the train according to the new transponder information reported by the train, and releases the train resources and movement authorization behind the rear of the train.

[0012] In one embodiment, when the non-continuously positioned train cannot obtain transponder information during its continued travel, after the train arrives at the destination, the dispatcher and the driver manually mark the position of the train, shorten the extended envelope to the corresponding parking area, and release the train resources and movement authorization behind the rear of the train.

[0013] In one embodiment, after the train exits the line, the dispatcher and the driver manually delete the train.

[0014] In one embodiment, when the operating train that has lost continuous positioning re-establishes continuous positioning, the trackside ATP determines whether the ID of the operating train that has re-established continuous positioning is the same as the ID of the operating train that has lost continuous positioning; if they are the same, the trackside ATP deletes the operating train that has lost continuous positioning, adds the train with continuous positioning, and releases the train resources and movement authorization behind the rear of the train.

[0015] In one embodiment, the train reports transponder information to the trackside ATP via an onboard controller.

[0016] An embodiment of the present application also provides an electronic device, comprising: a processor; a memory for storing instructions executable by the processor; wherein the processor is configured to execute the above-mentioned management method for trains without continuous positioning.

[0017] In the embodiment of the present application, when a train has no continuous positioning, the maximum safe position and transponder information of the train when it has continuous positioning can be used to establish and update the initial envelope of the train without continuous positioning to achieve train tracking. In order to prevent the train from running out of its envelope after the positioning transponder is lost, the envelope of the train without continuous positioning can extend along the movement authorization of the train to the end point of the movement authorization. The envelope of the train without continuous positioning is an obstacle to the resources or movement authorization of other trains. The train resources and movement authorization behind the rear of the train without continuous positioning can be automatically released so that the following train can continue to track and run. When the transponder information cannot be obtained either, the envelope of the train without continuous positioning can be manually updated to automatically release unnecessary train resources and movement authorization. The above scheme provides tracking and protection for trains without continuous positioning for a CBTC system without secondary positioning equipment, ensuring that downgraded operation trains can safely exit operation under ATP protection and that engineering vehicles can operate safely under ATP protection. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solution of the embodiments of the present application, the drawings required for use in the embodiments of the present application are briefly introduced below.

[0019] Figure 1 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application;

[0020] Figure 2 It is a flow chart of a method for managing a train without continuous positioning provided in an embodiment of the present application;

[0021] Figure 3 It is a schematic diagram of creating a train envelope without continuous positioning provided by an embodiment of the present application;

[0022] Figure 4 It is a schematic diagram of updating and manually marking the envelope of a non-positioned train provided in an embodiment of the present application. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0024] Similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0025] In the related art, there are three types of trains from the perspective of positioning in a CBTC system without secondary positioning equipment: (1) Trains with continuous positioning, that is, operating trains, such as normal electric passenger cars. (2) Trains without continuous positioning, which are generally operating trains that have lost continuous positioning due to train slippage, complete failure of the positioning and speed measurement system, etc., and use backup positioning systems, that is, operating trains with lost continuous positioning; they can also be engineering vehicles that only have backup positioning systems, that is, engineering vehicles. (3) Non-communication vehicles, which are trains without any positioning due to train-to-ground communication failures, that is, non-continuously positioned trains that cannot obtain transponder information.

[0026] The envelope of a train is simply a range that can enclose the train. A train with continuous positioning will have four positions: maximum safe front end, minimum safe front end, minimum safe rear end and maximum safe rear end. These four positions are used as the envelope of the train, while a train without continuous positioning obtains the envelope of the train through the transponder information.

[0027] As mentioned above, in the existing CBTC system, after the continuous positioning is lost, the CBTC system tracks the train according to the occupation and clearance of the secondary positioning device. However, the CBTC system requires the secondary positioning device less and less. At the same time, even in the case of the secondary positioning device, if the secondary positioning device fails, it requires a complex process to complete the tracking of the train without continuous positioning.

[0028] In view of this, an embodiment of the present application provides a management method for trains without continuous positioning. When the train has no continuous positioning, the maximum safe position and transponder information of the train when it has continuous positioning can be used to establish and update the envelope of the train without continuous positioning to achieve train tracking. In order to prevent the train from running out of its envelope after the positioning transponder is lost, if the train has a movement authorization, the envelope of the train without continuous positioning will extend to the end of the movement authorization based on the initial envelope along the movement authorization of the train. The envelope of the train without continuous positioning is an obstacle to the resources or movement authorization of other trains. The train resources and movement authorization after the rear of the train without continuous positioning can be automatically released, so that the following car can continue to track and run. When the transponder information cannot be obtained, the envelope of the train without continuous positioning can be manually updated to automatically release unnecessary train resources and movement authorization. The above scheme provides tracking and protection for trains without continuous positioning for a CBTC system without secondary positioning equipment, ensuring that downgraded operation trains can safely exit operation under ATP protection, and engineering vehicles can operate safely under ATP protection.

[0029] Figure 1 1 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device 100 can be used to execute the management method of a train without continuous positioning, and the electronic device can be, for example, a PC computer. Figure 1 As shown, the electronic device 100 includes: one or more processors 102, and one or more memories 104 storing processor executable instructions. The processor 102 is configured to execute the management method of the train without continuous positioning provided in the following embodiment of the present application.

[0030] The processor 102 can be a gateway, a smart terminal, or a device including a central processing unit (CPU), a graphics processing unit (GPU), or other forms of processing units with data processing capabilities and / or instruction execution capabilities. It can process data of other components in the electronic device 100 and control other components in the electronic device 100 to perform desired functions.

[0031] The memory 104 may include one or more computer program products, and the computer program product may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory (cache), etc. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 102 may run the program instructions to implement the management method of non-continuously positioned trains described below. Various applications and various data may also be stored in the computer-readable storage medium, such as various data used and / or generated by the application, etc.

[0032] In one embodiment, Figure 1 The electronic device 100 shown may also include an input device 106, an output device 108, and a data acquisition device 110, which are interconnected via a bus system 112 and / or other forms of connection mechanisms (not shown). Figure 1 The components and structures of the electronic device 100 shown are merely exemplary and non-limiting. The electronic device 100 may also have other components and structures as required.

[0033] The input device 106 may be a device for a user to input instructions, and may include one or more of a keyboard, a mouse, a microphone, and a touch screen. The output device 108 may output various information (e.g., images or sounds) to the outside (e.g., a user), and may include one or more of a display, a speaker, etc. In an embodiment of the present application, the output device 108 may output software program code. The data acquisition device 110 may acquire the status information of the train, and store the acquired data in the memory 104 for use by other components. Exemplarily, the data acquisition device 110 may be a camera.

[0034] In one embodiment, the various components in the example electronic device 100 for implementing the management method of a train without continuous positioning of the embodiment of the present application can be integrated or dispersed, such as integrating the processor 102, memory 104, input device 106 and output device 108 into one, and separately arranging the data acquisition device 110.

[0035] In one embodiment, the example electronic device 100 for implementing the management method based on non-continuous positioning trains of the embodiment of the present application can be implemented as an intelligent terminal such as a smart phone, a tablet computer, a desktop computer, a server, a vehicle-mounted device, a trackside ATP, etc.

[0036] Figure 21 is a flow chart of a method for managing trains without continuous positioning provided by an embodiment of the present application. Trains without continuous positioning include operating trains and engineering vehicles that have lost continuous positioning. Figure 2 As shown, the method includes the following steps S210-S250.

[0037] Step 210: When the train without continuous positioning is an operating train that has lost continuous positioning, the trackside ATP determines the initial envelope of the train without continuous positioning based on the maximum safe position when the train has not lost continuous positioning and the maximum reverse distance of the train.

[0038] Step 220: When the non-continuously positioned train is an engineering vehicle, the trackside ATP determines the initial envelope of the non-continuously positioned train based on the balise information and train length reported by the train.

[0039] Step 230: When the non-continuous positioning train has movement authorization, the initial envelope is extended along the direction of the movement authorization to the end point of the movement authorization to obtain an extended envelope.

[0040] Specifically, when the non-continuous positioning train has a movement authorization, the head position of the initial envelope is extended along the direction of the movement authorization to the end point of the movement authorization to obtain an extended envelope. It can be understood that the initial envelope and the extended envelope are both envelopes of the non-continuous positioning train, and the extended envelope is the envelope of the non-continuous positioning train optimized on the basis of the initial envelope.

[0041] Step 240: When the non-continuously positioned train is able to obtain balise information while continuing to travel, the trackside ATP updates the extended envelope according to the new balise information reported by the train.

[0042] Specifically, when the non-continuously positioned train moves forward and reads a new transponder, the read transponder position is used to update the rear position of the envelope, and the train resources and movement authorization behind the rear are released. Step 250: When the non-continuously positioned train continues to move and the transponder information cannot be obtained, after the train arrives at the destination, the dispatcher and the driver manually mark the position of the train, shorten the extended envelope to the corresponding parking area, and release the train resources and movement authorization behind the rear.

[0043] Specifically, when the non-continuously positioned train cannot read the transponder due to a malfunction during its travel, after the train arrives at the destination, the dispatcher and the driver manually mark the position of the train, shorten the train envelope to the corresponding parking area, and release the train resources and movement authorization behind the rear of the train.

[0044] Both the operating train and the engineering vehicle are equipped with transponder antennas and transponder reading modules. After the continuous positioning is lost, the on-board positioning and speed measurement system of the operating train continues to report the transponder information read by the transponder reading module in the vehicle to the trackside ATP. The on-board positioning module of the engineering vehicle also sends the transponder information read to the trackside ATP.

[0045] Figure 3 This is a schematic diagram of creating a train envelope without continuous positioning provided by an embodiment of the present application, such as Figure 3 As shown in T1 in the figure, after the continuous positioning of train T1 that the system has tracked is lost, the trackside ATP system will mark T1 as a train without continuous positioning, and based on the maximum safe position of the train's previous continuous positioning, the maximum rollback distance will be extended to both ends to establish the initial envelope of the train without positioning. Among them, the tracked train refers to the train that has established communication with the trackside ATP and the trackside ATP has obtained continuous positioning, that is, the operating train. There are four positions of the maximum safe front end, minimum safe front end, minimum safe rear end and maximum safe rear end for a continuously positioned train. Here, the maximum safe position of the continuous positioning of the train before refers to the maximum safe front end and the maximum safe rear end. Each project will calculate a maximum rollback distance according to the specific line slope and vehicle performance. This is the data originally mastered by the trackside ATP.

[0046] like Figure 3 As shown in T2 in the figure, when a previously untracked train establishes communication with the trackside ATP and only reports balise information, the trackside ATP creates a train without continuous positioning and uses the reported balise information and train length to calculate the initial envelope of the train. The previously untracked train refers to a train that has not established communication with the trackside ATP and has no continuous positioning by the trackside ATP, i.e., an engineering vehicle.

[0047] In one embodiment, when the non-continuously positioned train has a movement authorization, the initial envelope is extended along the direction of the movement authorization to the end point of the movement authorization to obtain an extended envelope. The initial envelope and the extended envelope are both envelopes of the non-continuously positioned train, and the extended envelope is the envelope of the non-continuously positioned train optimized based on the initial envelope.

[0048] Taking into account the possibility of balise loss, if the train has a movement authorization, the initial envelope of the non-continuously positioned train will extend along the movement authorization to the end of the movement authorization. The envelope of the non-continuously positioned train is a resource for other trains and an obstacle to the movement authorization. Among them, the movement authorization refers to the traversable range calculated by the trackside ATP for the train and allocated to the train, and other trains will be prohibited from entering this range. The obstacle to the movement authorization is an obstacle that blocks the forward extension of resources or movement authorization.

[0049] In one embodiment, when the transponder information can be obtained while the train without continuous positioning continues to travel, the trackside ATP updates the extended envelope according to the new transponder information reported by the train. The trackside ATP updates the extended envelope according to the new transponder information reported by the train, including: the trackside ATP updates the envelope of the rear of the car according to the new transponder information reported by the train, and releases the train resources and movement authorization behind the rear of the car. When the transponder information cannot be obtained while the train without continuous positioning continues to travel, after the train arrives at the destination, the dispatcher and the driver manually mark the position of the train, shorten the extended envelope to the corresponding parking area, and release the train resources and movement authorization behind the rear of the car.

[0050] Figure 4 Schematic diagram of updating and manually marking the envelope of a non-positioned train provided in an embodiment of the present application, such as Figure 4 As shown in T1 in Figure 1, for non-continuously positioned trains that can obtain balise information, the trackside ATP uses the new balise to update the envelope of the rear of the train, and the train resources and movement authorization after the envelope of the rear of the train can be automatically released. Figure 4 As shown in T2 in the figure, for a non-continuously positioned train that cannot even obtain transponder information, after the train arrives at the destination, the dispatcher, the driver, and the platform duty personnel confirm the train's position and stop, and then manually mark the train's position on the platform, return track, or temporary storage line, shorten the non-continuously positioned train envelope to the corresponding parking area, and the train's resources and movement authorization can be automatically released. The envelope of a non-continuously positioned train is an obstacle to the resources and movement authorization of other trains.

[0051] In one embodiment, when the operating train that has lost continuous positioning re-establishes continuous positioning, the trackside ATP determines whether the ID of the operating train that has re-established continuous positioning is the same as the ID of the operating train that has lost continuous positioning; if they are the same, the trackside ATP deletes the operating train that has lost continuous positioning, adds the train with continuous positioning, and releases the train resources and movement authorization behind the tail. Once the operating train re-establishes continuous positioning, the trackside ATP will verify the restored train ID with the ID of the train without continuous positioning. After the verification is passed, the train without continuous positioning will be deleted and replaced with a train with continuous positioning, and continuous positioning will be restored. The resources and authorization behind the tail of the continuous positioning train can be automatically released.

[0052] In one embodiment, for a non-continuously positioned train whose transponder information cannot be obtained, after the train exits the line, the dispatcher can manually delete the train after confirmation with the driver.

[0053] In one embodiment, the train reports transponder information to the trackside ATP via an onboard controller.

[0054] The following is a more detailed description of the embodiments of the present application in six different scenarios:

[0055] Scenario 1: Operating train loses continuous positioning

[0056] like Figure 3 As shown in the figure, CBTC train T1 is about to enter platform 2. The train loses continuous positioning, but the train-ground communication is normal. Trackside ATP will downgrade train T1 to a non-positioning train, and use the previous continuous positioning to establish the initial envelope of the non-continuous positioning train, and extend the initial envelope along the movement authorization to the end of the movement authorization. Figure 4 As shown, the train T1 without continuous positioning continues to run according to the trackside signal instructions. When the train reads the new positioning transponder, the trackside ATP updates the envelope of the rear of the train, and the train resources and movement authorization behind the rear are automatically released.

[0057] Scenario 2: Loss of communication between train and ground in operation

[0058] like Figure 3 As shown in the figure, CBTC train T1 is about to enter platform 2, the train-ground communication is lost, and the trackside ATP cannot obtain any of its positioning information. The trackside ATP downgrades train T1 to a non-continuous positioning train, uses the original continuous positioning to establish the initial envelope of the non-positioning train, and extends the initial envelope along the movement authorization to the end of the movement authorization. The downgraded train continues to run according to the trackside signal instructions. When the train is running, the trackside ATP does not update the non-positioning train envelope. When the train stops at the station and clears the passengers, the dispatcher and the driver can jointly confirm that the dispatcher manually re-marks the train envelope as the platform area on the ATS (Automatic Train Supervision) system interface, and the train's resources and movement authorization are automatically released.

[0059] Scene 3: Engineering vehicle operation

[0060] like Figure 3 As shown, when engineering vehicle T2 starts working, when it reads a valid positioning transponder, it is sent to the corresponding trackside ATP. The trackside ATP uses the positioning transponder to establish the initial envelope of the train without continuous positioning, and extends the initial envelope along the movement authorization to the end of the movement authorization. The engineering vehicle uses the maximum vehicle length after coupling with the flatbed vehicle. The engineering vehicle continues to drive as instructed by the trackside signal. When a new positioning transponder is read, the trackside ATP updates the envelope of the rear of the train, and the resources and movement authorization behind the rear are automatically released. When the engineering vehicle arrives at the construction site and disassembles the flatbed vehicle, it can block the construction area to block the access of other engineering vehicles.

[0061] Scenario 4: No continuous positioning of the train and the balise is missing

[0062] In scenario 1, train T1 loses its positioning transponder during travel. The envelope of the train without continuous positioning will not be updated. Since the envelope has been extended to the end of the movement authorization, the train will not run out of the envelope range.

[0063] Scenario 5: Train re-establishes positioning without continuous positioning

[0064] Train T1 in Scenario 1 re-establishes its positioning during its travel. The trackside ATP upgrades the train without continuous positioning to a train with continuous positioning, deletes its envelope, and uses the train's new continuous positioning for tracking.

[0065] Scenario 6: Train exits ATC (Automatic Train Control) area without continuous positioning

[0066] In scenario 2, train T1 loses train-ground communication. After platform 2 is cleared and the train exits the ATC area, the dispatcher and driver can jointly confirm that the dispatcher manually deletes T2 on the ATS interface, and the trackside ATP will delete the corresponding train.

[0067] In the embodiment of the present application, when a train has no continuous positioning, the maximum safe position and transponder information of the train when it has continuous positioning can be used to establish and update the initial envelope of the train without continuous positioning to achieve train tracking. In order to prevent the train from running out of its envelope after the positioning transponder is lost, the envelope of the train without continuous positioning can extend along the movement authorization of the train to the end point of the movement authorization. The envelope of the train without continuous positioning is an obstacle to the resources or movement authorization of other trains. The train resources and movement authorization behind the rear of the train without continuous positioning can be automatically released so that the following train can continue to track and run. When the transponder information cannot be obtained either, the envelope of the train without continuous positioning can be manually updated to automatically release unnecessary train resources and movement authorization. The above scheme provides tracking and protection for trains without continuous positioning for a CBTC system without secondary positioning equipment, ensuring that downgraded operation trains can safely exit operation under ATP protection and that engineering vehicles can operate safely under ATP protection.

[0068] In several embodiments provided in the present application, the disclosed devices and methods can also be implemented in other ways. The device and method embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and a part of a module, a program segment or a code contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or the flowchart, and the combination of boxes in the block diagram and / or the flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0069] In addition, the functional modules in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0070] If the function is implemented in the form of a software function module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

Claims

1. A management method for trains without continuous positioning, characterized in that: The train without continuous positioning includes an operating train with lost continuous positioning, and the method includes: When the train without continuous positioning is an operating train with lost continuous positioning, the trackside ATP determines the initial envelope of the train without continuous positioning based on the maximum safe position when the train's continuous positioning is not lost and the maximum reverse distance of the train.

2. The management method of non-continuously positioned trains according to claim 1, characterized in that: The non-continuous positioning train includes an engineering vehicle, and the method includes: When the non-continuously positioned train is an engineering train, the trackside ATP determines the initial envelope of the non-continuously positioned train based on the balise information and train length reported by the train.

3. The management method of non-continuously positioned trains according to claim 1 or 2, characterized in that: When the non-continuously positioned train has movement authorization, the initial envelope is extended along the direction of the movement authorization to the end point of the movement authorization to obtain an extended envelope.

4. The management method of non-continuously positioned trains according to claim 3, characterized in that: When the non-continuously positioned train is able to obtain balise information during its continued travel, the trackside ATP updates the extended envelope according to the new balise information reported by the train.

5. The management method of non-continuously positioned trains according to claim 4, characterized in that: The trackside ATP updates the extended envelope according to the new balise information reported by the train, including: The trackside ATP updates the envelope of the rear of the train according to the new balise information reported by the train, and releases the train resources and movement authorization behind the rear of the train.

6. The management method of non-continuously positioned trains according to claim 3, characterized in that: When the non-continuously positioned train continues to travel and cannot obtain transponder information, after the train arrives at the destination, the dispatcher and the driver manually mark the position of the train, shorten the extended envelope to the corresponding parking area, and release the train resources and movement authorization behind the rear of the train.

7. The management method of non-continuously positioned trains according to claim 6, characterized in that: After the train exits the line, the dispatcher and the driver manually delete the train.

8. The management method of non-continuously positioned trains according to claim 1, characterized in that: When the operating train that has lost continuous positioning re-establishes continuous positioning, the trackside ATP determines whether the ID of the operating train that has re-established continuous positioning is the same as the ID of the operating train that has lost continuous positioning; if they are the same, the trackside ATP deletes the operating train that has lost continuous positioning, adds the train with continuous positioning, and releases the train resources and movement authorization behind the rear of the train.

9. The management method of non-continuously positioned trains according to claim 4, characterized in that: The train reports the transponder information to the trackside ATP via the onboard controller.

10. An electronic device, characterized in that: The electronic device comprises: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to execute the management method of non-continuously positioned trains as described in any one of claims 1-9.

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