Method and device for monitoring running state of train

Abstract

The invention provides a train operation state monitoring method and device, and relates to the technical field of train control systems. The method mainly aims at visually determining the running state and running parameters of a train in a station yard, and then safe running of the train is guaranteed. According to the technical scheme, the method comprises the steps of collecting real-time data of train operation in a current station yard; based on real-time position information in the real-time data and identification information of the train, using a state display model to determine position information of a target train in a station yard simulation graph, the state display model is used for simulating layout information of a track line and a transponder group in a current station and graphically displaying the running state of a train in the current station; and through the position information, displaying the layout of a station yard to which the target train belongs in a terminal interface, and displaying the operation parameters beside the corresponding target train.

Description

Technical Field

[0001] The present application relates to the technical field of train control systems, and in particular to a method and device for monitoring the running status of a train. Background Art

[0002] With the vigorous development of the railway transportation industry, real-time monitoring of the train operation status is particularly important to ensure the safe operation of trains.

[0003] At present, the traditional train operation status monitoring is to store the real-time basic operation data of the train in a table, and the monitoring personnel determine the operation status of the train by consulting these tables. However, since the data in the table is mostly abstract text and digital information, the monitoring personnel need to further analyze the data in the table to determine the specific location of the train in the current station. It can be seen that the traditional train operation status monitoring method cannot intuitively observe the specific location of the train in the station and the corresponding operation parameters and other key information.

[0004] Therefore, there is an urgent need for a new method for monitoring the running status of trains, so as to intuitively determine the running status and running parameters of trains in stations, thereby ensuring the safe operation of trains. Summary of the invention

[0005] An embodiment of the present application provides a method for monitoring the running status of a train, the purpose of which is to intuitively determine the running status and running parameters of a train in a station, thereby ensuring the safe operation of the train.

[0006] In order to solve the above technical problems, the embodiments of the present application provide the following technical solutions:

[0007] In a first aspect, the present application provides a method for monitoring a train running state, the method comprising:

[0008] Collect real-time data of train operation in the current station;

[0009] Based on the real-time position information and train identification information in the real-time data, the position information of the target train in the station yard simulation graphic is determined using a state display model, wherein the state display model is used to simulate the layout information of the track line and the balise group in the current station yard and graphically display the running status of the train in the current station yard;

[0010] Through the location information, the layout of the station to which the target train belongs is displayed in the terminal interface and the operating parameters are displayed next to the corresponding target train.

[0011] In a second aspect, the present application provides a device for monitoring the running status of a train, the device comprising:

[0012] The collection unit is used to collect real-time data of train operation in the current station;

[0013] A utilizing unit, based on the real-time position information in the real-time data and the identification information of the train, determines the position information of the target train in the station yard simulation graph using a state display model, wherein the state display model is used to simulate the layout information of the track line and the balise group in the current station yard and graphically display the running state of the train in the current station yard;

[0014] The display unit is used to display the layout of the station to which the target train belongs in the terminal interface and display the operating parameters next to the corresponding target train by using the unit position information.

[0015] In a third aspect, the present application provides an electronic device comprising at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other via the bus; and the processor is used to call program instructions in the memory to execute the above-mentioned train operation status monitoring method.

[0016] In a fourth aspect, the present application provides a readable storage medium, which is used to store a computer program, wherein when the computer program is running, it controls the device where the storage medium is located to execute the above-mentioned train operation status monitoring method.

[0017] By means of the above-mentioned technical scheme, the present application provides a method and device for monitoring the running status of a train. The scheme is executed according to the predetermined steps, namely, real-time data of the train running in the current station is collected, so that the current running status of the train can be fully acquired, and basic data can be provided for subsequent analysis; based on the real-time position information and the identification information of the train in the real-time data, the position information of the target train in the station simulation graph is determined by using the state display model, and the specific position of the target train in the state display model can be displayed through the state display model; finally, through the position information, the layout of the station to which the target train belongs is displayed in the terminal interface and the running parameters are displayed next to the corresponding target train, so that the monitoring personnel can intuitively and accurately determine the position information of the train in the current station and the relevant parameters of the train operation through the display data in the state display model. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] By reading the detailed description below with reference to the accompanying drawings, the above and other purposes, features and advantages of the exemplary embodiments of the present application will become easy to understand. In the accompanying drawings, several embodiments of the present application are shown in an exemplary and non-limiting manner, and the same or corresponding reference numerals represent the same or corresponding parts, wherein:

[0019] Figure 1 A flow chart of a method for monitoring the running status of a train proposed in one embodiment of the present application is shown;

[0020] Figure 2A flow chart of another method for monitoring train running status proposed in one embodiment of the present application is shown;

[0021] Figure 3 A flow chart of a method for determining a state display model proposed in one embodiment of the present application is shown;

[0022] Figure 4 A schematic diagram of the structure of a train running status monitoring device provided by an embodiment of the present application is shown;

[0023] Figure 5 A schematic diagram of the structure of a train running status monitoring device provided in another embodiment of the present application is shown. DETAILED DESCRIPTION

[0024] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0025] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in this application should have the common meanings understood by technicians in the field to which this application belongs.

[0026] With the vigorous development of the railway transportation industry, in order to ensure the safe operation of trains, real-time monitoring of the train operation status is particularly critical. In the moving block mode, the train operation status monitoring is to store the real-time basic operation data of the train in a table, and the monitoring personnel refer to these tables to determine the operation status of the train. However, since the data in the table is mostly abstract text and digital information, the monitoring personnel need to further analyze the data in the table to determine the specific location of the train in the current station. It can be seen that the train operation status monitoring method in the moving block mode cannot intuitively observe the specific location of the train in the station and the corresponding operating parameters and other key information.

[0027] To this end, the inventor of the present application has proposed a method for monitoring the running status of a train, which can be automatically executed according to predetermined steps, that is, after collecting real-time data of the train running in the current station, based on the real-time position information and train identification information in the real-time data, a status display model is used to determine the position information of the target train in the station simulation diagram, and the status display model is used to simulate the layout information of the track line and the transponder group in the current station and graphically display the running status of the train in the current station; through the position information, the layout of the station to which the target train belongs is displayed in the terminal interface and the running parameters are displayed next to the corresponding target train, so as to intuitively determine the running status and running parameters of the train in the station, thereby ensuring the safe operation of the train. A method for monitoring the running status of a train in an embodiment of the present application, the specific steps of which are as follows: Figure 1 As shown, including:

[0028] Step 101: Collect real-time data of train operation in the current station.

[0029] In this step, the real-time data of train operation is data related to the train operation in the current station, which may be speed, acceleration, running direction, current track section, train operation mode, train operation level, MA reference transponder, MA offset, train head screen status, train tail screen status, train integrity status, train estimated rear end position, train estimated front section position, train front position, train tail position, train running direction, train speed, train number and train CTCS ID and other information.

[0030] In this step, real-time data can be obtained through the on-board ATP system. Before obtaining real-time data, it is necessary to clarify the type of communication link, and select appropriate wired (such as Ethernet, RS485, etc.) or wireless communication methods to build a basic connection channel based on the actual equipment of the train. Then, for the selected communication link, configure the corresponding network parameters, such as IP address allocation, subnet mask setting, etc., to ensure that the monitoring system and the on-board ATP system are in the same communicative network environment. Finally, it is necessary to set up a security authentication mechanism, such as through key exchange, digital certificate verification and other means to ensure the legitimacy of the connection and the security of data transmission, so as to smoothly establish contact with the on-board ATP system and lay the foundation for subsequent real-time data acquisition.

[0031] Step 102: Based on the real-time position information in the real-time data and the identification information of the train, the position information of the target train in the station simulation diagram is determined using a state display model.

[0032] In this step, the status display model is used to simulate the layout information of the track line and the balise group in the current station and to graphically display the running status of the train in the current station. The status display model is an intelligent map for monitoring the running status of the train, which comprehensively and accurately reflects the layout of the station and the relevant conditions of the train operation. Among them, in terms of the track line, the status display model records in detail the various characteristics of the location information of various facilities such as kilometer marks, platforms, tracks, and switches on the track line, including the overall layout direction, such as which parts are straight lines, which are curves, and their specific connection conditions. For the curved part, the curvature value is accurately marked, the starting and ending positions of different track sections are clearly defined, and the track slope changes are accurately described. Even key parts such as switches are recorded in detail for their location and current opening direction, together to build a complete train running track context. For the balise group, the status display model accurately records the exact spatial coordinates of each balise in the station, including both plane coordinates and height coordinates. The balise group is managed in an orderly numbered manner, and detailed instructions and information that each balise can transmit to the train are clearly stated. For example, the balise at a specific location informs the train of the speed limit value ahead and provides precise positioning references.

[0033] After real-time data is acquired in step 101, the real-time position information in the real-time data is determined, the track running line where the train is located is determined, and the last balise position information of the train in the track running line during the train's travel is determined, the running line where the train is located in the status display model is determined according to the unique identifier of the track running line, and the last balise position information in the status display model is determined according to the last balise position information, and finally, the position information of the target train in the station yard simulation graphic is determined according to the real-time position information combined with the last balise position information, and an icon containing the identification information of the train is rendered in the position information of the target train in the station yard simulation graphic, wherein the target train is determined according to the real-time position information combined with the last balise position information. The position information of the vehicle in the station simulation graph can be the percentage of the distance between the real-time position information and the last balise position information and the length of the entire train track line, and then the length of the entire train track line in the status display model is obtained, and the last balise position information is used as the starting point to search for the train position information in the status display model in the direction of the train operation. When the percentage of the distance from the last balise position information in the status display model to the train position information in the status display model and the length of the entire train track line in the status display model is equal to the percentage of the distance between the real-time position information and the last balise position information and the length of the entire train track line, the train position information in the status display model is determined.

[0034] It is worth noting that the train position information in the status display model here can also be calculated based on the length of the section where the train is located, that is, the percentage of the distance from the starting point of the section where the train is located to the real-time position of the train and the length of the section where the train is located is equal to the percentage of the distance from the starting point of the section where the train is located in the status display model to the train position information in the status display model and the length of the section where the train is located in the status display model.

[0035] Step 103: Using the location information, the layout of the station to which the target train belongs is displayed in the terminal interface, and the operating parameters are displayed next to the corresponding target train.

[0036] In this step, the terminal interface is a human-computer interaction interface for monitoring personnel to view the train running status, and can be installed on the monitoring room computer, mobile terminal and other devices. Various relevant information such as station layout, train location information and train running status can be displayed on this interface, so that monitoring personnel can intuitively understand the train running status and perform corresponding operations. When displaying the layout of the station to which the target train belongs in the terminal interface, the color of the device icon at the corresponding position in the terminal interface can be set to a different color icon based on the location information of different devices.

[0037] After determining the location information in step 102, the operating parameters are displayed next to the target train. The operating parameters can be displayed in a pop-up information window, that is, all train operating parameters are displayed after clicking the target train icon. This window can use a hierarchical structure to display the train operating parameters for easy viewing and management of information. The top layer first displays the basic identification information of the train, such as the train number, CTCS ID, and the operating line to which it belongs, so that the monitoring personnel can confirm the basic identity of the train at a glance. The next layer lists various operating parameters in sections. For example, a "running status" section is set, which lists in detail the current real-time speed of the train, the running direction (presented in the form of angle values ​​or specific azimuth descriptions, such as "driving north", etc.), the train running mode (automatic driving mode, manual driving mode or other specific modes) and the train running level (such as high-speed level, medium-speed level, etc., corresponding to different operating permissions and speed ranges) and other key status information. Each parameter is clearly marked with the name and corresponding value for quick browsing. Then set up a "location-related" section to display the name of the track section where the train is currently located, the distance to the nearest platform (accurate to meters), the offset relative to the previous transponder (if applicable) and other location parameters. Combined with the station layout graphics, it can help monitoring personnel grasp the specific location of the train more accurately. In addition, there can also be an "equipment status" section to display the operating status of the on-board ATP system and other important on-board equipment (such as communication equipment, power supply equipment, etc.). Different color indicator icons (such as green for normal, yellow for warning, and red for fault) combined with brief text descriptions are used to intuitively present the working conditions of each device, so that monitoring personnel can have a comprehensive understanding of the overall equipment health of the train. In addition to the pop-up information window, the train operation parameters can also be displayed in the form of a floating window. The train number is displayed above the target train icon, and a semi-transparent floating window is directly displayed near the target train icon. The floating window compactly arranges various operating parameters in a list form. The window also has a scroll bar function. If there are many train operating parameters, all details can be viewed by scrolling up and down. The window also supports dragging and zooming operations, which is convenient for monitoring personnel to adjust the window size and position according to their viewing habits and needs, ensuring that they can view the various operating parameters of the train comfortably and comprehensively. It is also possible to directly display all train operating parameters without clicking the target train icon, or to set a scrolling subtitle bar next to the target train icon. The subtitle bar can be scrolled horizontally or vertically to display the operating parameters of all trains.

[0038] Based on the above Figure 1It can be seen from the implementation method that the present application provides a method for monitoring the running status of a train, and the method is executed according to the established steps, that is, real-time data of the train running in the current station is collected, so that the current running status of the train can be fully acquired to provide basic data for subsequent analysis; based on the real-time position information and the identification information of the train in the real-time data, the position information of the target train in the station simulation graph is determined by using the state display model, and the specific position of the target train in the state display model can be displayed through the state display model; finally, through the position information, the layout of the station to which the target train belongs is displayed in the terminal interface and the running parameters are displayed next to the corresponding target train, so that the monitoring personnel can intuitively determine the position information of the train in the current station and the relevant parameters of the train operation through the display data in the state display model.

[0039] Furthermore, according to the above Figure 1 The embodiment of the present invention shown in the figure shows how to determine the position information of the target train in the station simulation diagram using the state display model based on the real-time position information in the real-time data and the identification information of the train. The embodiment of the present invention will be described in more detail. The specific steps are as follows Figure 2 As shown, including:

[0040] Step 201: Acquire and collect real-time data of train operation in the current station.

[0041] In this step, the real-time data of train operation is data related to the train operation in the current station, which may be speed, acceleration, running direction, current track section, train operation mode, train operation level, MA reference transponder, MA offset, train head screen status, train tail screen status, train integrity status, train estimated rear end position, train estimated front section position, train front position, train tail position, train running direction, train speed, train number and train CTCS ID and other information, as well as real-time train position information.

[0042] Step 202: Obtain the location information of the nearest relevant transponder group.

[0043] In this step, the most recently relevant balise group represents the last balise passed by the train in the running path.

[0044] Step 203: Determine the distance of the train relative to the nearest relevant balise group based on the real-time position information and the position information of the nearest relevant balise group.

[0045] In this step, the real-time position information includes the front position information and the rear position information of the train. Determining the distance of the train relative to the nearest relevant transponder group includes the distance of the front position relative to the nearest relevant transponder group and the distance of the rear position relative to the nearest relevant transponder group.

[0046] After determining the position information of the nearest relevant transponder group in step 202, the front position information and the rear position information of the train are obtained, and it is determined whether the position information of the nearest relevant transponder group is located within the position interval determined by the front position information and the rear position information. If not, based on the front position information, the rear position information and the position information of the nearest relevant transponder group, the distances of the front position and the rear position relative to the nearest relevant transponder group are determined respectively. The specific implementation method is as follows: First, the front position information and the rear position information of the train are obtained from the ATP system of the train, and these position information are usually embodied in the form of kilometer marks. The kilometer mark is a distance mark set along the railway line, which clearly indicates the mileage value of the current position of the train from a certain predetermined starting point of the railway (such as the starting station of the line, etc.). For example, the on-board system obtains the kilometer mark corresponding to the front position as K123+456 (indicating 123 kilometers and 456 meters from the starting point of the line), and the kilometer mark corresponding to the rear position is K123+300. These kilometer mark values ​​will be updated in real time and accurately reflect the position of different parts of the train on the railway line. Secondly, the position information of the nearest relevant transponder group obtained is compared and analyzed with the position information of the front and rear of the train. Assume that the position information of the nearest relevant transponder group is K123+200. Compare the kilometer mark value of this transponder group with the kilometer mark of the front and rear positions of the train. Through simple numerical value judgment, if the kilometer mark value of the front position information is greater than the kilometer mark value of the position information of the nearest relevant transponder group, and the kilometer mark value of the rear position information is also less than the kilometer mark value of the position information of the nearest relevant transponder group, it means that the position information of the nearest relevant transponder group is located within the position interval determined by the front position information and the rear position information. If the kilometer mark value of the rear position information is greater than the kilometer mark value of the position information of the nearest relevant transponder group, it means that the position information of the nearest relevant transponder group is not located within the position interval determined by the front position information and the rear position information. For example, the kilometer mark corresponding to the front position is K123+456, the kilometer mark corresponding to the rear position is K123+300, and the kilometer mark of the position information of the nearest relevant transponder group is K123+200. At this time, the front position and the rear position and the nearest relevant transponder group are in the same section K123. At this time, 200 is less than 300 and 200 is less than 456, indicating that the position information of the nearest relevant transponder group is not located in the position interval determined by the front position information and the rear position information. Finally, when it is determined that the nearest relevant transponder group is not in the interval determined by the front and rear positions, the distance between the front position and the rear position relative to it is calculated by performing a difference operation based on the kilometer mark value.For the distance of the front of the train relative to the nearest relevant transponder group, the kilometer mark value of the front position is subtracted from the kilometer mark value of the nearest relevant transponder group. For example, the kilometer mark corresponding to the front position is K123+456, and the kilometer mark of the position information of the nearest relevant transponder group is K123+200. Then the distance of the front of the train relative to the nearest relevant transponder group is (K123+456)-(K123+200)=256 meters. Similarly, when calculating the distance of the rear of the train relative to the nearest relevant transponder group, the same method is used, that is, the kilometer mark value of the rear position is subtracted from the kilometer mark value of the nearest relevant transponder group, that is, (K123+300)-(K123+200)=100 meters. Through such kilometer mark difference calculation, the distance of the front position and the rear position relative to the nearest relevant transponder group can be clearly and accurately determined, providing strong data support for the safe and accurate operation of the train.

[0047] Step 204: Based on the distance, calculate the actual length percentage of the train traveling in the section.

[0048] In this step, the actual length percentage represents the percentage of the distance from the starting point of the section where the train is located to the current driving position and the length of the section. The actual length percentage of the train traveling in the section includes a first actual length percentage and a second actual length percentage. When the front position of the train and the rear position of the train are located in the same section, the first actual length percentage is the percentage of the distance traveled by the front position of the train in the first section and the actual length of the first section, and the second actual length percentage is the percentage of the distance traveled by the rear position of the train in the second section and the actual length of the second section. When the front position of the train and the rear position of the train are not located in the same section, there is a third actual length percentage, and the third actual length percentage is the percentage of the distance traveled by the rear position of the train in the second section and the actual length of the second section.

[0049] After determining the distances of the front and rear positions of the vehicle relative to the nearest relevant transponder group in step 203, determine whether the unique identifiers of the first section and the second section are the same; if so, determine the first actual length percentage and the second actual length percentage based on the distances of the front and rear positions of the vehicle relative to the nearest relevant transponder group and using the first section information. This is now explained with an example:

[0050] It is now known that the starting kilometer mark of the route is K0+050, the ending kilometer mark is K5+050, and the intermediate kilometer marks are K1+050, K2+050, K3+050, and K4+050. The sections determined by the known kilometer mark data from the starting point to the end point are X1LQG, 0011BG, 0011AG, 0009BG, and 0009AG, respectively. The train runs from the starting point to the end point of the route. At this time, the distance between the front position of the train and the position of the nearest relevant transponder group is 1950, and the kilometer mark of the nearest relevant transponder group is K1+900. The kilometer mark of the end position of section 0011BG is K2+050. The lengths of sections 0011AG and 0009BG are both 1000. At this time, the distance between the rear position of the train and the position of the nearest relevant transponder group is 1850.

[0051] According to the above information, it can be concluded that the front position of the train is currently located in the 0009BG section, and the distance from the starting point of the 0009BG section is 1950-150-1000=800, where 150 is the distance from K1+900 to K2+050. At this time, the first actual length percentage is (800 / 1000)*100%=80%, and the specific calculation method of this distance is not limited here. The rear position of the train is currently located in the 0009BG section, and the distance from the starting point of the 0009BG section is 1850-(2050-1900)-1000=700. At this time, the second actual length percentage is (700 / 1000)*100%=70%. It is worth noting that in this step, after obtaining the distance between the front position of the train and the starting point of the section where the train is located, the distance between the rear position of the train and the starting point of the section where the train is located can also be calculated based on the body distance, that is, the distance between the front position of the train and the starting point of the section where the train is located minus the body distance.

[0052] When the unique identifiers of the first section and the second section are different, the method for obtaining the percentage of the actual length traveled by the rear position of the train in the section is as follows: obtaining the starting position information of the second section, calculating the distance between the rear position information and the starting position information, and determining the third actual length percentage based on the length information of the second section, wherein the third actual length percentage is the percentage of the distance traveled by the rear position of the train in the second section to the length of the second section. The calculation method of the first actual length percentage is the same as the calculation method when the unique identifiers of the first section and the second section are the same, wherein the starting position of the second section is determined according to the running direction of the train.

[0053] Step 205: Based on the train section information in the real-time position information and the actual length percentage, the state display model is matched to obtain the position information of the target train in the station simulation diagram.

[0054] In this step, when the unique identifiers of the first section and the second section are the same, the specific implementation method of obtaining the position information of the target train in the station simulation diagram is: based on the unique identifier of the first section, match the section data set in the state display model to determine the first section information in the state display model; based on the first section information in the model, the first actual length percentage and the second actual length percentage, determine the position information of the head position and the tail position of the target train in the station simulation diagram in the state display model. Specifically, according to the unique identifier of the first section, search for the section with the same information as the first section in the state display model, after determining the first section in the state display model, determine the starting position of the first section according to the running direction of the train, and determine the starting point of the first section in the state display model, obtain the length of the first section in the state display model, and determine the position information of the head position and the tail position in the state display model according to the starting position of the first section and the first and second actual length percentages at this time.

[0055] In this embodiment, the specific implementation method of determining the position information of the front position and the rear position in the status display model according to the starting position of the first section and the first and second actual length percentages at this time is: obtain the train running direction, determine the starting point of the first section where the train is located based on the train running direction, and determine the starting point of the first section information in the status display model; determine the position information of the front of the target train in the station simulation graphic based on the starting point of the first section information in the status display model, the identification information of the train and the first actual length percentage to obtain the station simulation graphic that renders the front position; determine the position information of the rear of the target train in the station simulation graphic based on the starting point of the first section information in the status display model, the second actual length percentage and the station simulation graphic that renders the front position to obtain the station simulation graphic that renders the rear position. Specifically: determine the starting point of the first section where the train is located according to the direction of the train's movement, and determine the position information and starting point of the first section in the state display model according to the unique identifier of the first section. Based on the starting point of the first section in the state display model, when the distance from the starting point of the first section in the state display model to point A in the direction of the train's movement and the percentage of the length of the first section in the state display model are equal to the first actual length percentage, the position of point A is the position information of the front position of the train in the first section in the state display model. Of course, the method for searching the position information of the rear position of the train in the first section in the state display model is the same as the method for searching the position information of the front position of the train in the first section in the state display model, which will not be repeated here.

[0056] When the unique identifiers of the first section and the second section are different, the method for rendering the rear of the train as position information in the station simulation graphic in the status display model is as follows: determine the starting point of the second section where the train is located according to the train running direction, and determine the position information and starting point of the second section in the status display model according to the unique identifier of the second section; based on the starting point of the second section in the status display model, when the distance from the starting point of the second section in the status display model to point B in the train running direction and the percentage of the length of the second section in the status display model are equal to the third actual length percentage, the position of point B is the position information of the rear of the train in the second section in the status display model.

[0057] Step 206: Based on the identification information of the train and the position information in the station simulation graphic, the layout of the station to which the target train belongs is displayed in the terminal interface and the operating parameters are displayed next to the corresponding target train.

[0058] If there are at least two trains in the section where the current train is located, the running speed of the train is obtained according to the running parameters displayed next to the target train in the terminal interface, and according to the distance between the rear position of the first train and the front position of the second train (the first train is the train in front of the two trains running in the same direction), it is judged whether the two trains will collide within the preset time. If so, a color alarm is issued at the rear position of the first train and the front position of the second train respectively, and a sound alarm prompt is given. The preset rules are set considering the running speed of the train and the distance between the two trains.

[0059] In summary, the present application provides a method for monitoring the running status of a train, and the scheme is executed according to the established steps, namely, real-time data of the train running in the current station is collected, so as to comprehensively obtain the current running status of the train and provide basic data for subsequent analysis; based on the real-time position information and the identification information of the train in the real-time data, the position information of the target train in the station simulation graph is determined by using the state display model, and the specific position of the target train in the state display model can be displayed through the state display model; finally, through the position information, the layout of the station to which the target train belongs is displayed in the terminal interface and the running parameters are displayed next to the corresponding target train, so that the monitoring personnel can intuitively determine the position information of the train in the current station and the relevant parameters of the train operation through the display data in the state display model.

[0060] Furthermore, according to the above Figure 1 and Figure 2 In the embodiment of the present invention shown in FIG. 1 , before displaying the train position information on the state display model, the embodiment of the present invention further describes in more detail how to determine the state display model. The specific steps are as follows: Figure 3 As shown, including:

[0061] Step 301: Obtain layout information of track lines and balise groups in the current station.

[0062] In this step, the layout information can be obtained through the offline configuration file. Usually, the offline configuration file will be uniformly saved and managed by the design department, construction unit or operation management department of the railway station. The corresponding station offline configuration file can be found through internal file management systems, professional data storage servers and other channels. For example, in the internal data center of the railway operating company, according to the identification information such as the station name and number, locate the folder directory where the relevant configuration file of the target station is located. The layout information includes the kilometer mark of the corresponding section in the track line, the length information of different sections in the track line, and the position kilometer mark corresponding to the transponder.

[0063] After obtaining the offline configuration file, parse the file according to its corresponding storage format. Common formats include XML (Extensible Markup Language) and JSON (JavaScript Object Notation). For XML format files: use the corresponding XML parsing library (such as the xml.etree.ElementTree module in Python) to read the data according to the XML tag structure. For example, track line related information may be wrapped in <tracklines>In the tag, each <trackline>The sub-tag corresponds to a track, including attributes such as id (track number), length (length), startPoint (starting point coordinates), endPoint (end point coordinates), etc. By traversing these tags and extracting the corresponding attribute values, the detailed parameters of the track line can be obtained. For the transponder group information, it may be stored in <balisegroups>Under the label, each <balisegroup>Tags are further divided into multiple <balise>The tag represents a single transponder, each with attributes such as location coordinates and function code. The layout of the transponder group can be obtained by parsing them in sequence. For JSON format files: use JSON parsing tools (such as JSON parsing functions or libraries that come with most programming languages) to parse the file content into corresponding data structures (such as dictionaries, lists, etc.). For example, there may be a key named "track_lines" in the JSON file, and the value corresponding to it is a list. Each dictionary element in the list represents a track line. The dictionary contains key-value pairs such as "id", "length", "start_point", and "end_point". The track line information is obtained by reading these key-value pairs. The information of the transponder group and the transponder is also organized in a similar hierarchical structure in the JSON file, and can be parsed and extracted according to the corresponding data structure relationship.

[0064] Step 302: Select the framework of the status display model according to the track line in the current station.

[0065] After the layout information is determined in step 301, a specific method is given for selecting the framework of the state display model, such as obtaining the number of running track routes in the real-time data and determining the framework of the state display model according to the number. For example, there are 8 running track routes in the current station, and the framework of the state display model adapted to the 8 running track routes is selected.

[0066] Step 303: Determine the state display model based on the framework and the layout information.

[0067] After the framework is determined in step 302, a more specific implementation method is given for how to render the framework: according to the layout information, the position information of the track line and the position information of the transponder group are obtained, the position information of the track line is matched with the position information of the transponder group to obtain the track line data including the transponder group, the length of the track line in the track line data including the transponder group is obtained, and based on the length, the framework is rendered according to the track line data including the transponder group to determine the status display model.

[0068] In this step, after obtaining the length of the track line in the track line data, the length is also sorted, and the framework can be rendered in order from short to long or from long to short. When rendering the framework, it can first ensure that the track layout of the core area is presented accurately, so that the subsequent state display model built on this basis has higher accuracy in key parts, which is convenient for accurately displaying key operating states such as train entry and exit and line transfer. For relatively minor track lines, they will be integrated in sequence according to the sorting later, which can not only focus on the key points, but also clearly show the track network of the entire station through the framework rendering, so that the state display model is more in line with the actual operation scene, and provide a reliable and intuitive display basis for monitoring the train operation status. In addition, after the sorting is completed, different rendering styles can be set for track lines of different importance, such as important long tracks are displayed with thicker lines, and minor short tracks are represented with slightly thinner lines, which can be further distinguished visually, enhance the readability and practicality of the model, and finally determine a high-quality state display model.

[0069] Furthermore, as a response to the above Figure 1-3 In order to realize the embodiment of the method shown in the figure, the embodiment of the present invention also provides a monitoring device for the running status of a train, which is used to intuitively determine the specific location information of the train at the current station and intuitively display its running parameter data. The embodiment of the device corresponds to the aforementioned method embodiment. For ease of reading, this embodiment will no longer repeat the details of the aforementioned method embodiment one by one, but it should be clear that the device in this embodiment can correspond to all the contents of the aforementioned method embodiment. Specifically, Figure 4 As shown, the device comprises:

[0070] The collection unit 41 is used to collect real-time data of train operation in the current station;

[0071] The utilizing unit 42 determines the position information of the target train in the station yard simulation graph based on the real-time position information and the identification information of the train in the real-time data of the collecting unit 41 and the state display model, wherein the state display model is used to simulate the layout information of the track line and the balise group in the current station yard and graphically display the running status of the train in the current station yard;

[0072] The display unit 43 is used to display the layout of the station to which the target train belongs in the terminal interface and display the operating parameters next to the corresponding target train through the position information of the utilization unit 42.

[0073] Further, such as Figure 5 As shown, the device further includes a determination unit 44, and the determination unit 44 includes:

[0074] The layout information acquisition module 441 is used to acquire the layout information of the track lines and the balise groups in the current station;

[0075] A selection module 442, for selecting a framework of the state display model according to the running track route in the real-time data;

[0076] The determination module 443 is used to determine the state display model based on the selection module 442 framework and the acquisition module 441 layout information.

[0077] Further, such as Figure 5 As shown, the utilization unit 42 includes:

[0078] Obtaining balise position module 421, used to obtain position information of the most recent relevant balise group, where the most recent relevant balise group represents the last balise passed in the train running path;

[0079] Determine distance 422, for determining the distance of the train relative to the nearest relevant balise group based on the real-time position information and the position information of the nearest relevant balise group of the obtaining balise position module 421;

[0080] A percentage calculation module 423 is used to calculate the actual length percentage of the train traveling in the section based on the determined distance 422, wherein the actual length percentage represents the percentage of the distance from the starting point of the section where the train is located to the current traveling position to the length of the section;

[0081] A matching module 424, configured to match the state display model based on the train section information in the real-time position information and the actual length percentage of the percentage calculation module 423, so as to obtain the position information of the target train in the station yard simulation graph;

[0082] The icon rendering module 425 is used to render the target train icon in the station simulation diagram based on the identification information of the train and the position information in the station simulation diagram of the matching module 424.

[0083] Further, such as Figure 5 As shown, the determining distance 422 includes:

[0084] The position acquisition submodule 4221 is used to acquire the front position information and the rear position information of the train;

[0085] The judging submodule 4222 is used to judge whether the position information of the most recently related transponder group is located within the position interval determined by the vehicle front position information obtaining submodule 4221 and the vehicle rear position information obtaining submodule 4221;

[0086] The distance determination submodule 4223 is used to determine the distances of the front vehicle position and the rear vehicle position relative to the nearest relevant transponder group based on the front vehicle position information, the rear vehicle position information and the position information of the nearest relevant transponder group if the judgment submodule 4222 determines that the position information of the nearest relevant transponder group is not located in the position interval determined by the front vehicle position information and the rear vehicle position information.

[0087] Further, such as Figure 5 As shown, the percentage calculation module 423 includes:

[0088] The section determination submodule 4231 is used to determine a first section and a second section according to the vehicle head position information and the vehicle tail position information, wherein the first section is a section where the vehicle head position is located, and the second section is a section where the vehicle tail position is located;

[0089] The segment determination submodule 4232 is used to determine whether the unique identifiers of the first segment and the second segment of the segment determination submodule 4231 are the same;

[0090] The actual percentage determination submodule 4233 is used to determine, if the judgment section submodule 4232 is yes, based on the distances of the front position and the rear position relative to the nearest relevant transponder group, using the first section information, respectively, the first actual length percentage being the percentage of the distance traveled by the front position of the train in the first section and the actual length of the first section, and the second actual length percentage being the percentage of the distance traveled by the rear position of the train in the first section and the actual length of the first section.

[0091] Further, such as Figure 5 As shown, the matching module 424 includes:

[0092] A matching submodule 4241, configured to match the segment data set in the state display model based on the unique identifier of the first segment, so as to determine the first segment information in the state display model;

[0093] Determine a first submodule 4242, which is used to determine the position information of the front position and the rear position of the target train in the station simulation graph in the state display model based on the first section information, the first actual length percentage and the second actual length percentage in the matching submodule 4241 model.

[0094] Further, such as Figure 5 As shown, the determining first submodule 4242 includes:

[0095] Get the train running direction;

[0096] Based on the running direction of the train, determining the starting point of the first section information in the model;

[0097] Based on the starting point of the first section information in the model, the identification information of the train, and the first actual length percentage, determining the position information of the locomotive head of the target train in the station simulation graphic to obtain a station simulation graphic that renders the locomotive head position;

[0098] Based on the starting point of the first section information in the model, the second actual length percentage and the station simulation graphic that renders the front position, the position information of the rear of the target train in the station simulation graphic is determined to obtain the station simulation graphic that renders the rear position.

[0099] Further, such as Figure 5 As shown, when the unique identifiers of the first segment and the second segment are different, the actual percentage determination submodule 4233 further includes:

[0100] Obtaining the starting point position information of the second section; calculating the distance between the vehicle rear position information and the starting point position information;

[0101] Based on the length information of the second section, determining a third actual length percentage, wherein the third actual length percentage is a percentage of a distance traveled by the rear position of the train in the second section to the actual length of the second section;

[0102] Based on the unique identifier of the second section, the third actual length percentage and the identification information of the train, the rear end of the train is rendered as position information in the station simulation graphic in the status display model.

[0103] Further, such as Figure 5 As shown, the determination module 443 includes:

[0104] The track line acquisition submodule 4431 is used to acquire the position information of the track line and the position information of the transponder group according to the layout information;

[0105] The track line acquisition submodule 4431 is used to match the position information of the track line with the position information of the transponder group to obtain the track line data including the transponder group;

[0106] The track line acquisition submodule 4431 is used to acquire the length of the track line in the track line data including the transponder group;

[0107] The generating submodule 4432 is used to generate the framework based on the obtaining track line length submodule 4431 and the track line data including the transponder group to determine the status display model.

[0108] Furthermore, an embodiment of the present application also provides a computing device, the computing device comprising: at least one processor, and a memory, wherein the memory stores instructions executable by the processor, the instructions are executed by the processor, so that the processor can perform the above-mentioned Figure 1-3 The monitoring method of the train running status described in.

[0109] Furthermore, an embodiment of the present application further provides a readable storage medium, wherein the readable storage medium is used to store a computer program, wherein when the computer program is running, the device where the storage medium is located is controlled to execute the above Figure 1-3 The monitoring method of the train running status described in.

[0110] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0111] It is understandable that the related features in the above methods and devices can be referenced to each other. In addition, the "first", "second", etc. in the above embodiments are used to distinguish the various embodiments, and do not represent the advantages and disadvantages of the various embodiments.

[0112] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0113] The algorithm and display provided herein are not inherently related to any particular computer, virtual system or other device. Various general purpose systems can also be used together with the teachings based on this. According to the above description, it is obvious that the structure required for constructing such systems. In addition, the present invention is not directed to any specific programming language either. It should be understood that various programming languages ​​can be utilized to realize the content of the present invention described herein, and the description of the above specific languages ​​is for disclosing the best mode of the present invention.

[0114] In addition, the memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0115] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0116] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0117] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0118] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0119] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0120] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0121] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0122] It should also be noted that the term "includes", "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the existence of other identical elements in the process, method, commodity or device including the element.

[0123] It should be understood by those skilled in the art that the embodiments of the present invention may be provided as methods, systems or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes. The above is only a specific implementation method of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or replacements within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.< / balise> < / balisegroup> < / balisegroups> < / trackline> < / tracklines>

Claims

1. A method for monitoring the running status of a train, characterized in that: include: Collect real-time data of train operation in the current station; Based on the real-time position information and train identification information in the real-time data, the position information of the target train in the station yard simulation graphic is determined using a state display model, wherein the state display model is used to simulate the layout information of the track line and the balise group in the current station yard and graphically display the running status of the train in the current station yard; Through the location information, the layout of the station to which the target train belongs is displayed in the terminal interface and the operating parameters are displayed next to the corresponding target train.

2. The method according to claim 1, characterized in that Before determining the position information of the target train in the station simulation graph using the state display model based on the real-time position information in the real-time data and the identification information of the train, the method further includes: Get the layout information of the track lines and balise groups in the current station; Selecting a framework of the state display model according to the track line in the current station; The state presentation model is determined based on the framework and the layout information.

3. The method according to claim 1, characterized in that The method of determining the position information of the target train in the station simulation graph by using the state display model based on the real-time position information in the real-time data and the identification information of the train includes: Obtaining position information of a most recently associated balise group, wherein the most recently associated balise group represents the last balise passed by the train in the running path; Determining the distance of the train relative to the nearest relevant balise group based on the real-time position information and the position information of the nearest relevant balise group; Based on the distance, calculating the percentage of the actual length of the train in the section where the train is located, wherein the actual length percentage represents the percentage of the distance from the starting point of the section where the train is located to the current travel position to the length of the section; Based on the train section information and the actual length percentage in the real-time position information, matching the state display model to obtain the position information of the target train in the station simulation graphic; Based on the identification information of the train and the position information in the station yard simulation graphic, a target train icon is rendered in the station yard simulation graphic.

4. The method according to claim 3, characterized in that The determining, based on the real-time position information and the position information of the nearest relevant transponder group, the distance of the train relative to the nearest relevant transponder group comprises: Obtaining the front position information and the rear position information of the train; Determining whether the position information of the most recently related transponder group is located within a position interval determined by the vehicle front position information and the vehicle rear position information; If not, based on the vehicle front position information, the vehicle rear position information and the position information of the nearest relevant transponder group, the distances of the vehicle front position and the vehicle rear position relative to the nearest relevant transponder group are determined respectively.

5. The method according to claim 4, characterized in that The calculating, based on the distance, the actual length percentage of the train in the section, comprises: Determine a first section and a second section according to the vehicle front position information and the vehicle rear position information, wherein the first section is a section where the vehicle front position is located, and the second section is a section where the vehicle rear position is located; Determining whether the unique identifiers of the first segment and the second segment are the same; If so, based on the distances of the front position and the rear position relative to the nearest relevant transponder group, the first section information is used to respectively determine the first actual length percentage and the second actual length percentage, the first actual length percentage being the distance traveled by the front position of the train in the first section as a percentage of the actual length of the first section, and the second actual length percentage being the distance traveled by the rear position of the train in the first section as a percentage of the actual length of the first section.

6. The method according to claim 5, characterized in that The matching of the state display model based on the train section information and the actual length percentage in the real-time position information to obtain the position information of the target train in the station simulation graph includes: Based on the unique identifier of the first segment, matching the segment data set in the state presentation model to determine the first segment information in the state presentation model; Based on the first section information, the first actual length percentage and the second actual length percentage in the state display model, the position information of the front position and the rear position of the target train in the station simulation graph in the state display model is determined.

7. The method according to claim 6, characterized in that The determining, based on the first section information, the first actual length percentage, and the second actual length percentage in the state display model, position information of the front position and the rear position of the target train in the station simulation graph in the state display model includes: Get the train running direction; Based on the running direction of the train, determining the starting point of the first section information in the state display model; Based on the starting point of the first section information in the state display model, the identification information of the train, and the first actual length percentage, determine the position information of the locomotive head of the target train in the station simulation graphic to obtain a station simulation graphic that renders the locomotive head position; Based on the starting point of the first section information in the state display model, the second actual length percentage and the station simulation graphic that renders the front position, the position information of the rear of the target train in the station simulation graphic is determined to obtain the station simulation graphic that renders the rear position.

8. A train running status monitoring device, characterized in that: include: The collection unit is used to collect real-time data of train operation in the current station; A utilizing unit, based on the real-time position information in the real-time data of the acquisition unit and the identification information of the train, determines the position information of the target train in the station yard simulation graph using a state display model, wherein the state display model is used to simulate the layout information of the track line and the balise group in the current station yard and graphically display the running status of the train in the current station yard; The display unit is used to display the layout of the station to which the target train belongs in the terminal interface and display the operating parameters next to the corresponding target train by using the unit position information.

9. An electronic device, characterized in that: The electronic device includes at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call the program instructions in the memory to execute the train operation status monitoring method described in any one of claims 1-7.

10. A readable storage medium, characterized in that: The storage medium is used to store a computer program, wherein when the computer program is running, it controls the device where the storage medium is located to execute the train running status monitoring method according to any one of claims 1 to 7.

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