A method and device for monitoring a train operating state

Abstract

The application provides a train operation state monitoring method and device, and relates to the technical field of train control system. The main purpose is to intuitively determine the train operation state and operation parameters in the station yard, and to ensure the safe operation of the train. The technical scheme of the application is to collect real-time data of train operation in the current station yard; 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 yard simulation graph is determined by using a state display model, the state display model is used to simulate the layout information of the track line and the transponder group in the current station yard and to graphically display the train operation state in the current station yard; through the position information, the layout of the station yard to which the target train belongs is displayed in the terminal interface, and the operation parameters are displayed beside the corresponding target train.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of train control system, and particularly relates to a train running state monitoring method and device. BACKGROUND

[0002] With the vigorous development of railway transportation industry, in order to ensure the safe running of the train, it is particularly important to monitor the running state of the train in real time.

[0003] At present, the traditional train running state monitoring is to store the real-time basic running data of the train in a table, and the monitoring personnel determines the running state of the train by checking the table. However, since the data in the table is mostly abstract text and numerical information, the monitoring personnel needs to further analyze the data in the table to determine the specific position of the train in the current station yard. It can be seen that the traditional train running state monitoring method cannot directly observe the specific position of the train in the station yard and the corresponding running parameters and other key information.

[0004] Therefore, a new train running state monitoring method is needed to directly determine the running state and running parameters of the train in the station yard, thereby ensuring the safe running of the train. SUMMARY

[0005] The embodiments of the present application provide a train running state monitoring method, which aims to directly determine the running state and running parameters of the train in the station yard, thereby ensuring the safe running of the train.

[0006] 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 train running state monitoring method, which comprises:

[0008] collecting real-time data of train running in a current station yard;

[0009] based on the real-time position information and the identification information of the train in the real-time data, determining the position information of the target train in the station yard simulation graph by using a state display model, the state display model being used to simulate the layout information of the track line and the transponder group in the current station yard and to graphically display the running state of the train in the current station yard;

[0010] by using the position information, displaying the layout of the station yard to which the target train belongs in the terminal interface and displaying the running parameters beside the corresponding target train.

[0011] In a second aspect, the present application provides a train running state monitoring device, which comprises:

[0012] a collecting unit configured to collect real-time data of train running in a current station yard;

[0013] The utilizing unit is configured to determine, based on real-time position information and identification information of the train in the real-time data, position information of the target train in a station field simulation graph by using a state display model, the state display model being configured to simulate layout information of track lines and transponder groups in a current station field and graphically display a running state of the train in the current station field.

[0014] The display unit is configured to display, by using the position information of the utilizing unit, a layout of a station field to which the target train belongs in a terminal interface and display running parameters beside the corresponding target train.

[0015] In a third aspect, the present application provides an electronic device, comprising at least one processor, and at least one memory connected with the processor; wherein the processor and the memory complete mutual communication through a bus; the processor is configured to call program instructions in the memory to execute the train running state monitoring method.

[0016] In a fourth aspect, the present application provides a readable storage medium, configured to store a computer program, wherein the computer program controls a device where the storage medium is located to execute the train running state monitoring method when running.

[0017] By means of the above technical solution, the present application provides a train running state monitoring method and device, which executes according to the established steps, that is, collects real-time data of train running in a current station field, can comprehensively obtain the running state of the train at the moment, and provides basic data for subsequent analysis; based on real-time position information and identification information of the train in the real-time data, position information of a target train in a station field simulation graph is determined by using a state display model, which can display the specific position of the target train in the state display model through the state display model; finally, by using the position information, a layout of a station field to which the target train belongs is displayed in a terminal interface, and running parameters beside the corresponding target train are displayed, which can enable monitoring personnel to intuitively and accurately determine position information of the train in the current station field and related parameters of train running through display data in the state display model. BRIEF DESCRIPTION OF DRAWINGS

[0018] The above and other objects, features and advantages of the present application exemplary embodiments will be readily understood through reading the following detailed description in conjunction with the drawings, in which exemplary embodiments of the present application are shown. The drawings depict one or more exemplary embodiments of the application and the same or corresponding elements are referred to by the same or corresponding reference numerals throughout the several views, where:

[0019] Figure 1 Fig. 1 shows a flow chart of a train running state monitoring method according to an embodiment of the present application;

[0020] Figure 2Fig. 2 shows a flow chart of another method for monitoring the running state of a train according to an embodiment of the present application;

[0021] Figure 3 Fig. 3 shows a flow chart of a method for determining a state display model according to an embodiment of the present application;

[0022] Figure 4 Fig. 4 shows a schematic diagram of a monitoring device for monitoring the running state of a train according to an embodiment of the present application;

[0023] Figure 5 Fig. 5 shows a schematic diagram of a monitoring device for monitoring the running state of a train according to another embodiment of the present application. DETAILED DESCRIPTION

[0024] Exemplary embodiments of the present application will be described herein below with reference to the accompanying drawings. Although exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the application to those skilled in the art.

[0025] It should be noted that unless otherwise specified, technical or scientific terms used in the present application should be understood as their common meanings to those skilled in the art to which the present application pertains.

[0026] With the rapid development of the railway transportation industry, it is particularly important to monitor the running state of a train in real time to ensure the safe running of the train. In the mobile block mode, the running state of a train is monitored by storing the real-time basic running data of the train in a table, and a monitoring personnel determines the running state of the train by checking the table. However, since the data in the table is mostly abstract text and numerical information, the monitoring personnel needs to further analyze the data in the table to determine the specific position of the train in the current station yard. It can be seen that the monitoring method of the running state of a train in the mobile block mode cannot directly observe the specific position of the train in the station yard and the corresponding running parameters and other key information.

[0027] To this end, the inventors of the present application propose a train operation state monitoring method which can be automatically executed according to established steps, that is, after real-time data of train operation in a current station yard are collected, based on real-time position information and identification information of the train in the real-time data, a state display model is used to determine position information of a target train in a station yard simulation graphic, the state display model is used to simulate layout information of track lines and balise groups in the current station yard and graphically display the running state of the train in the current station yard; through the position information, the layout of the station yard to which the target train belongs is displayed in the terminal interface and the running parameters are displayed beside the corresponding target train, so as to intuitively determine the running state and running parameters of the train in the station yard, thereby ensuring safe operation of the train. The specific steps of the train operation state monitoring method of the present application are as shown in Figure 1

[0028] Step 101, collecting real-time data of train operation in a current station yard.

[0029] In this step, the real-time data of train operation is data related to train operation in the current station yard, which can be speed, acceleration, running direction, current track section, train operation mode, train operation level, MA reference balise, MA offset, train head screen state, train tail screen state, train complete state, train estimated rear end position, train estimated front section position, train head position, train tail position, train running direction, train speed, train number, and train CTCS ID, etc.

[0030] In this step, the real-time data can be obtained through the on-board ATP system. Before obtaining the real-time data, the type of communication link needs to be determined, and according to the actual equipment of the train, a suitable wired (such as Ethernet, RS485, etc.) or wireless communication method is selected to build a basic connection channel. Then, for the selected communication link, the corresponding network parameters are configured, 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 communicable network environment. Finally, a security authentication mechanism needs to be set, for example, through key exchange, digital certificate verification, etc., to ensure the legality of the connection and the security of the data transmission, so as to successfully establish a connection with the on-board ATP system and lay a foundation for subsequent real-time data acquisition.

[0031] Step 102, based on real-time position information and identification information of the train in the real-time data, using a state display model to determine position information of a target train in a station yard simulation graphic.

[0032] ​In this step, 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 to graphically display the running state of the train in the current station yard. The state display model is an intelligent map of train running state monitoring, which comprehensively and accurately reflects the layout of the station yard and the relevant situation of train running. Among them, in terms of track line, the state display model records in detail the position information of various types of facilities on the track line, such as kilometer marker, platform, track, turnout and the like, including the overall layout trend, such as which part is straight line and which part is curve and their specific connection. For the curve part, the curvature value is accurately marked, the starting and ending positions of different track sections are clearly defined, and the track slope change is accurately described. Even for the key part like turnout, its location, current opening direction and the like are recorded in detail, which together build a complete train running track context. For the balise group, the state display model accurately records the accurate spatial coordinates of each balise in the station yard, whether it is planar coordinates or height coordinates. The balise group is orderly numbered and managed, and the specific instruction information that each balise can transmit to the train is detailed and clear, such as the balise at a specific position informing the train of the speed limit value in front of the train and providing accurate positioning reference and the like.

[0033] After obtaining the real-time data 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 in the train running process in the track running line is determined. According to the unique identification of the track running line, the running line where the train is located in the state display model is determined, and according to the last balise position information, the last balise position information in the state display model is determined. Finally, according to the real-time position information combined with the last balise position information, the position information of the target train in the station yard simulation graph is determined, and the icon containing the identification information of the train is rendered in the position information of the target train in the station yard simulation graph. Wherein, according to the real-time position information combined with the last balise position information, the position information of the target train in the station yard simulation graph can be the distance between the real-time position information and the last balise position information and the percentage of the length of the entire train running track line. Then the length of the entire train running track line in the state display model is obtained, and the last balise position information is taken as the starting point to find the train position information in the state display model in the direction of train running. When the distance from the last balise position information in the state display model to the train position information in the state display model is equal to the percentage of the length of the entire train running track line in the state display model, which 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 running track line, the train position information in the state display model is determined.

[0034] It is worth noting that the train position information in the state display model can also be calculated according to the length of the section where the train is located, that is, the percentage of the distance from the start point of the section where the train is located to the real-time position of the train to the length of the section where the train is located is equal to the percentage of the distance from the start point of the section where the train is located in the state display model to the train position information in the state display model to the length of the section where the train is located in the state display model.

[0035] In step 103, the layout of the station yard to which the target train belongs is displayed in the terminal interface through the position information, and the running parameters are displayed beside the corresponding target train.

[0036] In this step, the terminal interface is a human-computer interaction interface for monitoring personnel to check the running state of the train, which can be a software interface installed on a computer in a monitoring room, a mobile terminal or other equipment. Various related information such as station yard layout, train position information and train running state can be displayed on this interface, so that the monitoring personnel can intuitively understand the train running situation and perform corresponding operations. When displaying the layout of the station yard to which the target train belongs in the terminal interface, the device icons at the corresponding positions in the terminal interface can be set to different color icons according to the position information of different devices.

[0037] After determining the position information in step 102, the running parameters of the target train are displayed. The display mode of the running parameters can be a pop-up information window, that is, all train running parameters are displayed after clicking the target train icon. This window can adopt a hierarchical structure to display the train running parameters, so as to facilitate the viewing and management of information. The uppermost layer first displays the basic identification information of the train, such as train number, CTCS ID, and the line to which the train belongs, so that the monitoring personnel can confirm the basic identity of the train at a glance. The next layer is divided into blocks to list various running parameters. For example, a "running state" block is set, which lists the current real-time speed of the train, the running direction (presented in the form of angle value or specific direction description such as "northbound driving"), the train running mode (automatic driving mode, manual driving mode or other specific mode), and the train running level (such as high-speed level, medium-speed level, etc., corresponding to different running permissions and speed ranges) and other key state information. Each parameter is clearly labeled with the name and corresponding value for quick browsing. A "position-related" block is set to display the track section name where the train is currently located, the distance to the nearest platform (accurate to meters), the offset relative to the last transponder (if applicable), and other position parameters. Combined with the station layout graph, it can help the monitoring personnel to more accurately grasp the specific location of the train. In addition, there can be a "device state" block to display the running state of the on-board ATP system and other important on-board devices (such as communication devices, power supply devices, etc.). Different colored indicator icons (such as green for normal, yellow for warning, and red for fault) are used in combination with brief text descriptions to intuitively present the working condition of each device, making it easy for the monitoring personnel to have a comprehensive understanding of the overall device health of the train. In addition to the pop-up information window, a floating window can also be used to display the train running parameters. The train number is displayed above the target train icon, and a semi-transparent floating window is displayed near the target train icon. The running parameters are arranged in a list in the floating window. The window also has a scroll bar function. If the train running parameters are numerous, all detailed contents can be viewed by scrolling up and down. The window also supports drag and drop and zoom operations, making it easy for the monitoring personnel to adjust the window size and position according to their viewing habits and needs, ensuring comfortable and comprehensive viewing of all train running parameters. The train running parameters can also be displayed without clicking the target train icon. A scrolling subtitle bar can also be set next to the target train icon. The subtitle bar can scroll horizontally or vertically to display the running parameters of all trains.

[0038] Based on the above Figure 1As can be seen from the implementation mode, the application provides a train operation state monitoring method, which is executed according to the following steps: real-time data of train operation in a current station yard is collected, so that the current operation state of the train can be comprehensively obtained, and basic data is provided for subsequent analysis; based on real-time position information and train identification information in the real-time data, a state display model is used to determine position information of a target train in a station yard simulation graph, 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 a station yard to which the target train belongs is displayed in a terminal interface, and operation parameters are displayed beside the corresponding target train, so that a monitoring personnel can intuitively determine the position information of the train in the current station yard and related parameters of train operation through display data in the state display model.

[0039] Further, according to the above Figure 1 The embodiment of the application shown in the figure will be described in more detail below, and how to determine position information of a target train in a station yard simulation graph based on real-time position information and train identification information in real-time data will be described in more detail. Figure 2

[0040] Step 201: Real-time data of train operation in a current station yard is collected.

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

[0042] Step 202: Position information of a nearest related transponder group is obtained.

[0043] In this step, the nearest related transponder group represents the last transponder passed in a train operation path.

[0044] Step 203: Based on the real-time position information and the position information of the nearest related transponder group, a distance of the train relative to the nearest related transponder group is determined.

[0045] In this step, the real-time position information includes train head position information and train tail position information. Determining the distance of the train relative to the nearest related transponder group includes determining a distance of the train head relative to the nearest related transponder group and a distance of the train tail relative to the nearest related transponder group.​

[0046] After determining the position information of the nearest relevant balise group in step 202, the head position information and the tail position information of the train are obtained, and it is determined whether the position information of the nearest relevant balise group is located in the position interval determined by the head position information and the tail position information. If not, the distance of the head position and the tail position relative to the nearest relevant balise group is determined based on the head position information, the tail position information and the position information of the nearest relevant balise group. The specific implementation is as follows: first, the head position information and the tail position information of the train are obtained from the ATP system of the train. These position information is usually expressed in the form of kilometer marker. Kilometer marker is a distance marker set along the railway line, which clearly indicates the mileage value of the current position of the train from a certain starting point of the railway (such as the starting station of the line, etc.). For example, the kilometer marker corresponding to the head position obtained by the on-board system is K123+456 (indicating 123 kilometers and 456 meters from the starting point of the line), and the kilometer marker corresponding to the tail position is K123+300. These kilometer marker values are updated in real time and accurately reflect the position of different parts of the train on the railway line. Second, the position information of the nearest relevant balise group obtained is compared and analyzed with the head and tail position information. Suppose the position information of the nearest relevant balise group is K123+200. Compare the kilometer marker value of this balise group with the kilometer marker of the head and tail position of the train. Through simple value size judgment, if the kilometer marker value of the head position information is greater than the kilometer marker value of the position information of the nearest relevant balise group, and the kilometer marker value of the tail position information is also less than the kilometer marker value of the position information of the nearest relevant balise group, it means that the position information of the nearest relevant balise group is located in the position interval determined by the head position information and the tail position information. If the kilometer marker value of the tail position information is greater than the kilometer marker value of the position information of the nearest relevant balise group, it means that the position information of the nearest relevant balise group is not located in the position interval determined by the head position information and the tail position information. For example, the kilometer marker corresponding to the head position is K123+456, the kilometer marker corresponding to the tail position is K123+300, and the kilometer marker of the position information of the nearest relevant balise group is K123+200. At this time, 200 is less than 300 and 200 is less than 456, which means that the position information of the nearest relevant balise group is not located in the position interval determined by the head position information and the tail position information. Finally, when it is determined that the nearest relevant balise group is not in the interval determined by the head and tail, the distance of the head position and the tail position relative to it is calculated based on the difference value operation of the kilometer marker values.For the distance of the train head relative to the nearest relevant transponder group, the kilometer marker value of the train head position is subtracted from the kilometer marker value of the nearest relevant transponder group. In the example above, the kilometer marker of the train head position is K123+456, and the kilometer marker of the position information of the nearest relevant transponder group is K123+200. Thus, the distance of the train head relative to the nearest relevant transponder group is (K123+456)-(K123+200)=256 meters. Similarly, the distance of the train tail relative to the nearest relevant transponder group is calculated in the same way, i.e., (K123+300)-(K123+200)=100 meters. Through such kilometer marker difference calculation, the distance of the train head position and the train tail 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, calculating the actual length percentage of the train driving in the section.

[0048] In this step, the actual length percentage represents the distance from the start point of the section where the train is located to the current driving position as a percentage of the length of the section. The actual length percentage of the train driving in the section includes a first actual length percentage and a second actual length percentage. When the train head position and the train tail position are located in the same section, the first actual length percentage is the distance of the train head position driving in the first section as a percentage of the actual length of the first section, and the second actual length percentage is the distance of the train tail position driving in the second section as a percentage of the actual length of the second section. When the train head position and the train tail position are not located in the same section, there is a third actual length percentage, which is the distance of the train tail position driving in the second section as a percentage of the actual length of the second section.

[0049] After determining the distance of the train head position and the train tail position relative to the nearest relevant transponder group in step 203, it is determined whether the unique identifiers of the first section and the second section are the same. If so, based on the distance of the train head position and the train tail position relative to the nearest relevant transponder group, the first actual length percentage and the second actual length percentage are determined using the first section information. This is illustrated by the following example:

[0050] The known starting point of the operation route is K0+050, the ending point is K5+050, and the intermediate points are K1+050, K2+050, K3+050 and K4+050, wherein the known distance data of the sections between the starting point and the ending point are X1LQG, 0011BG, 0011AG, 0009BG and 0009AG, the train operation direction is from the starting point to the ending point, the distance between the train head and the nearest relevant balise group is 1950, the kilometer mark of the position of the nearest relevant balise group is K1+900, the kilometer mark of the ending point of the section 0011BG is K2+050, the lengths of the section 0011AG and the section 0009BG are both 1000, and the distance between the train tail and the nearest relevant balise group is 1850.

[0051] According to the above information, it can be obtained that the train head is currently located in the section 0009BG, and the distance between the train head and the starting point of the section 0009BG is 1950-150-1000=800, wherein 150 is the distance between K1+900 and K2+050, the first actual length percentage is (800 / 1000)*100%=80%, and the specific calculation method of the distance is not limited herein. The train tail is currently located in the section 0009BG, and the distance between the train tail and the starting point of the section 0009BG is 1850-(2050-1900)-1000=700, the second actual length percentage is (700 / 1000)*100%=70%. It is worth mentioning that after the distance between the train head and the starting point of the section where the train is located is obtained in this step, the distance between the train tail and the starting point of the section where the train is located can also be calculated according to the body distance, that is, the distance between the train head and the starting point of the section where the train is located is subtracted by the body distance.

[0052] When the unique identifiers of the first section and the second section are different, the method for obtaining the actual length percentage of the train tail position in the section where the train is located is as follows: obtaining the starting point position information of the second section, calculating the distance between the train tail position information and the starting point position information, and determining a 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 train tail in the second section to the length of the second section. The calculation method of the first actual length percentage is the same as that when the unique identifiers of the first section and the second section are the same, and the starting point of the second section is determined according to the train operation direction.

[0053] In step 205, the state display model is matched based on the train section information in the real-time position information and the actual length percentage, so as to obtain the position information of the target train in the station yard simulation graph.

[0054] The specific implementation of obtaining the position information of the target train in the station simulation graph when the unique identifiers of the first section and the second section are the same is as follows: based on the unique identifier of the first section, matching 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, determining the position information of the head and tail positions of the target train in the station simulation graph in the state display model. Specifically, according to the unique identifier of the first section, the same section as the first section information is searched in the state display model. After determining the first section in the state display model, the starting position of the first section is determined according to the train running direction, and the starting position of the first section in the state display model is determined. The length of the first section in the state display model is obtained, and the position information of the head and tail positions in the state display model is determined according to the starting position of the first section and the first and second actual length percentages at this time.

[0055] In the embodiment, the specific implementation of determining the position information of the head and tail positions 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 is as follows: obtaining the train running direction, determining the starting position of the first section in which the train is located based on the train running direction, and determining the starting position of the first section information in the state display model, determining the position information of the head of the target train in the station simulation graph based on the starting position of the first section information in the state display model, the identifier information of the train and the first actual length percentage, to obtain the station simulation graph of the rendered head position, determining the position information of the tail of the target train in the station simulation graph based on the starting position of the first section information in the state display model, the second actual length percentage and the station simulation graph of the rendered head position, to obtain the station simulation graph of the rendered tail position. Specifically, the starting position of the first section in which the train is located is determined according to the train running direction, and the position information and starting position of the first section in the state display model are determined according to the unique identifier of the first section. Based on the starting position of the first section in the state display model, the distance from the starting position of the first section in the state display model to point A in the train running direction is equal to the percentage of the length of the first section in the state display model when the first actual length percentage, and the position of point A is the position information of the head of the train in the first section in the state display model. Of course, the way of searching for the position information of the tail of the train in the first section in the state display model is the same as the way of searching for the position information of the head of the train in the first section in the state display model, which will not be described here.

[0056] When the unique identifiers of the first section and the second section are different, the method for rendering the location information of the train tail in the station yard simulation graph in the state display model is: determining the starting point of the second section where the train is located according to the train running direction, and determining the location information of the second section in the state display model and the starting point according to the unique identifier of the second section, and taking the starting point of the second section in the state display model as the basis, when the distance from the starting point of the second section in the state display model to the point B in the train running direction is equal to the percentage of the third actual length to the length of the second section in the state display model, the position of the point B is the location information of the train tail in the second section in the state display model.

[0057] Step 206: based on the identification information of the train and the location information in the station yard simulation graph, displaying the layout of the station yard to which the target train belongs in the terminal interface and displaying the running parameters beside the corresponding target train.

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

[0059] As can be seen from the above, the present application provides a train running state monitoring method, which is executed according to the established steps, that is, the real-time data of the train running in the current station yard is collected, the running state of the train at the moment can be comprehensively obtained, and basic data is provided for subsequent analysis; based on the real-time location information in the real-time data and the identification information of the train, the position information of the target train in the station yard 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, the layout of the station yard to which the target train belongs is displayed in the terminal interface and the running parameters are displayed beside the corresponding target train through the position information, so that the monitoring personnel can intuitively determine the position information of the train in the current station yard and the related parameters of the train running through the display data in the state display model.

[0060] Further, according to the embodiments of the present application shown in Figure 1 and Figure 2 Before the train position information is displayed on the state display model, the embodiments of the present application further explain in detail how to determine the state display model, and the specific steps are as shown in Figure 3 , including:

[0061] Step 301, obtain the layout information of the track circuit and balise group in the current station yard.

[0062] In this step, the layout information can be obtained through an offline configuration file, which is usually uniformly saved and managed by the design department, construction unit or operation management department of the railway station yard. The corresponding station yard offline configuration file can be found through internal file management system, professional data storage server and other channels. For example, in the internal data center of a railway operation enterprise, according to the station yard name, number and other identification information, the relevant configuration file of the target station yard is located in the folder directory. The layout information includes the kilometer marker of the corresponding section in the track circuit and the length information of different sections in the track circuit and the position kilometer marker of the balise.

[0063] After obtaining the offline configuration file, the file is parsed according to its corresponding storage format, common formats include XML (Extensible Markup Language) and JSON (JavaScript Object Notation). For XML format file: use the corresponding XML parsing library (such as xml.etree.ElementTree module in Python), read the data according to the XML tag structure. For example, the track circuit related information may be wrapped in <tracklines>inside each of the tags <trackline>The sub-tags correspond to a track and contain attributes such as id (track number), length, startPoint (start 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 can be stored in <balisegroups>under the label, each <balisegroup>The tags are subdivided to contain a plurality of <balise>The tags represent individual transponders, each having attributes such as position coordinates, function codes, etc., and the layout of the transponder group can be obtained by sequentially parsing them. For a JSON format file: use a JSON parsing tool (such as the JSON parsing function or library provided by most programming languages) to parse the file content into the corresponding data structure (such as a dictionary, a list, etc.). For example, there may be a key named "track_lines" in the JSON file, and the corresponding value is a list, and each dictionary element in the list represents a track line, and the dictionary contains key-value pairs such as "id", "length", "start_point", "end_point", etc. The track line information can be obtained by reading these key-value pairs. The information of the transponder group and the transponders is also organized in a similar hierarchical structure in the JSON file, and can be extracted by parsing according to the corresponding data structure relationship.

[0064] Step 302: Selecting a framework of the state display model according to the track lines in the current station yard.

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

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

[0067] After determining the framework in step 302, a more specific implementation way of rendering the framework is given: according to the layout information, obtaining the position information of the track lines and the position information of the transponder groups, matching the position information of the track lines with the position information of the transponder groups to obtain track line data containing transponder groups, obtaining the length of the track lines in the track line data containing transponder groups, and based on the length, rendering the framework according to the track line data containing transponder groups to determine the state display model.

[0068] In this step, after obtaining the lengths of the track lines in the track line data, the lengths are also sorted, and the framework can be rendered in order from short to long or from long to short. When rendering the framework, the core area of the track layout can be accurately presented first, so that the subsequent state display model based on this has higher precision in key parts, which is convenient for accurate display of train entry and exit, transfer and other key running states. For relatively secondary track lines, they are then integrated in order according to the sorting, which can focus on key points and clearly display the entire track network of the station yard through framework rendering, so that the state display model is more in line with the actual running scene, and provides a reliable and intuitive display basis for train running state monitoring. In addition, after sorting, different rendering styles can be set for track lines of different importance, such as important long tracks displayed with thicker lines and secondary short tracks displayed with thinner lines, which further distinguishes the lines from a visual perspective and enhances the readability and practicality of the model, and finally determines a high-quality state display model.

[0069] Further, as an implementation of the above-mentioned Figures 1-3 method embodiment, the embodiment of the present application also provides a train running state monitoring device, which is used for intuitively determining the specific position information of the train in the current station yard and intuitively displaying the running parameter data. The embodiment of the device corresponds to the above-mentioned method embodiment, and for the sake of reading, the details of the above-mentioned method embodiment will not be described one by one, but it should be clear that the device in this embodiment can correspondingly implement all the contents in the above-mentioned method embodiment. Specifically, as shown in Figure 4 , the device comprises:

[0070] The acquisition unit 41 is used for acquiring real-time data of train running in the current station yard;

[0071] The utilization unit 42 is used for determining 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 acquisition unit 41, and the state display model is used for simulating the layout information of the track line and the balise group in the current station yard and graphically displaying the running state of the train in the current station yard;

[0072] The display unit 43 is used for displaying the layout of the station yard to which the target train belongs and displaying the running parameter beside the corresponding target train in the terminal interface through the position information of the utilization unit 42.

[0073] Further, as shown in Figure 5 , the device further comprises a determination unit 44, and the determination unit 44 comprises:

[0074] The acquisition unit 441 is used for acquiring the layout information of the track line and the balise group in the current station yard;

[0075] The selecting module 442 is configured to select a framework of the state display model according to a running track line in the real-time data.

[0076] The determining module 443 is configured to determine the state display model based on the framework of the selecting module 442 and the layout information of the acquiring module 441.

[0077] Further, as shown in Figure 5 The utilizing unit 42 includes:

[0078] The acquiring balise position module 421 is configured to acquire position information of a nearest relevant balise group, the nearest relevant balise group representing a last balise passed in a train running path.

[0079] The distance determining module 422 is configured to determine a 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 acquired by the acquiring balise position module 421.

[0080] The percentage calculating module 423 is configured to calculate an actual length percentage of the train in a section based on the distance determined by the distance determining module 422, the actual length percentage representing a percentage of a distance from a start point of the section where the train is located to a current running position relative to a length of the section.

[0081] The matching module 424 is configured to match the state display model based on the section information of the train in the real-time position information and the actual length percentage calculated by the percentage calculating module 423, to acquire position information of the target train in a station yard simulation graph.

[0082] The rendering icon module 425 is configured to render a target train icon in the station yard simulation graph based on identification information of the train and the position information of the target train in the station yard simulation graph acquired by the matching module 424.

[0083] Further, as shown in Figure 5 The distance determining module 422 includes:

[0084] The position acquiring submodule 4221 is configured to acquire head position information and tail position information of the train.

[0085] The judging submodule 4222 is configured to judge whether the position information of the nearest relevant balise group is located in a position interval determined by the head position information and the tail position information of the train acquired by the position acquiring submodule 4221.

[0086] The distance determining submodule 4223 is configured to, if the position information of the nearest related transponder group is not located in the position interval determined by the head position information and the tail position information, determine distances of the head position and the tail position relative to the nearest related transponder group based on the head position information, the tail position information and the position information of the nearest related transponder group.

[0087] Further, as shown in Figure 5 The calculation percentage module 423 includes:

[0088] The section determining submodule 4231 is configured to determine a first section and a second section according to the head position information and the tail position information, wherein the first section is a section where the head position is located, and the second section is a section where the tail position is located.

[0089] The section judging submodule 4232 is configured to judge whether the unique identifiers of the first section and the second section determined by the section determining submodule 4231 are the same.

[0090] The actual percentage determining submodule 4233 is configured to, if the judgment of the section judging submodule 4232 is yes, determine a first actual length percentage and a second actual length percentage based on the distances of the head position and the tail position relative to the nearest related transponder group and the first section information, wherein the first actual length percentage is a distance of the head position of the train running in the first section to the actual length percentage of the first section, and the second actual length percentage is a distance of the tail position of the train running in the first section to the actual length percentage of the first section.

[0091] Further, as shown in Figure 5 The matching module 424 includes:

[0092] The matching submodule 4241 is configured to match a section data set in the state display model based on the unique identifier of the first section to determine first section information in the state display model.

[0093] The first determining submodule 4242 is configured to determine position information of the head position and the tail position of the target train in a station simulation graph 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.

[0094] Further, as shown in Figure 5 The first determining submodule 4242 includes:

[0095] Obtaining a train running direction.

[0096] determine a start point of first section information in the model based on the train running direction;

[0097] determine a head position of the target train in a station simulation graph in the state display model based on the start point of the first section information in the model, the identification information of the train, and the first actual length percentage.

[0098] determine a tail position of the target train in the station simulation graph in the state display model based on the start point of the first section information in the model, the second actual length percentage, and the station simulation graph with the rendered head position.

[0099] Further, as shown in Figure 5 when the unique identification of the first section and the second section is different, the actual percentage determining submodule 4233 further includes:

[0100] obtain start point position information of the second section; and calculate a distance between the tail position information and the start point position information.

[0101] determine a third actual length percentage based on the length information of the second section, the third actual length percentage being a percentage of a distance traveled by the train tail position in the second section to an actual length of the second section;

[0102] render the tail position of the train in the station simulation graph in the state display model based on the unique identification of the second section, the third actual length percentage, and the identification information of the train.

[0103] Further, as shown in Figure 5 the determining module 443 includes:

[0104] an obtaining track line submodule 4431, configured to obtain position information of a track line and position information of a balise group according to the layout information;

[0105] The obtaining track line submodule 4431 is configured to match the position information of the track line with the position information of the balise group to obtain track line data containing the balise group.

[0106] The obtaining track line submodule 4431 is configured to obtain a length of the track line in the track line data containing the balise group.

[0107] a generating submodule 4432, configured to generate the framework according to the track line data containing the balise group based on the length of the obtaining track line submodule 4431 to determine the state display model.

[0108] Further, the embodiment of the present application also provides a computing device, comprising at least one processor, and a memory, wherein the memory stores instructions executable by the processor, and the instructions are executed by the processor, so that the processor can execute the train operation state monitoring method as described above. Figures 1-3 Further, the embodiment of the present application also provides a computing device, comprising at least one processor, and a memory, wherein the memory stores instructions executable by the processor, and the instructions are executed by the processor, so that the processor can execute the train operation state monitoring method as described above.

[0109] Further, the embodiment of the present application also provides a computing device, comprising at least one processor, and a memory, wherein the memory stores instructions executable by the processor, and the instructions are executed by the processor, so that the processor can execute the train operation state monitoring method as described above. Figures 1-3 Further, the embodiment of the present application also provides a computing device, comprising at least one processor, and a memory, wherein the memory stores instructions executable by the processor, and the instructions are executed by the processor, so that the processor can execute the train operation state monitoring method as described above.

[0110] In the above embodiment, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0111] It can be understood that the related features in the above method and device can be mutually referred. In addition, "first", "second" and the like in the above embodiment are used to distinguish the embodiments, and do not represent the advantages and disadvantages of the embodiments.

[0112] Those skilled in the art can clearly understand that, for the convenience and brevity of the description, the specific working process of the system, device and unit described above can refer to the corresponding process in the foregoing method embodiment, which will not be described here.

[0113] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other apparatus. Various general purpose systems can be used with these teachings, with a specific computer system being constructed to implement the methods taught by the algorithms and displays. The structure required to construct such a system is apparent from the description given above and is within the skill in the art. Furthermore, the present application is not intended to be limited to any particular programming language. It will be appreciated that there are many programming languages that can be used to implement the teachings of the present application disclosed herein, and any such programming language can be used in place of the languages described above to implement the teachings of the present application.

[0114] In addition, the memory can include non-persistent memory in computer readable media, random access memory (RAM), and / or non-volatile memory, such as read-only memory (ROM) or flash memory, and the memory includes at least one memory chip.

[0115] Those skilled in the art will appreciate that embodiments of the application can be devised for a method, a system, or a computer program product. Accordingly, the present application can be embodied in the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product on one or more computer readable storage media (including, but not limited to, disk memory, CD-ROMs, optical storage devices, etc.) embodying computer readable program code.

[0116] The present application is described in reference to the flowchart illustrations and / or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in one or more of the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in one or more of the flowchart illustrations and / or block diagrams.

[0117] These computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in one or more of the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in one or more of the flowchart illustrations and / or block diagrams.

[0118] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in one or more of the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in one or more of the flowchart illustrations and / or block diagrams.

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

[0120] The memory can include non-persistent memory and / or volatile memory, such as random access memory (RAM) and / or cache memory. The memory can also include non-volatile memory, such as read only memory (ROM), electrically programmable read only memory (EPROM), or electrically erasable programmable read only memory (EEPROM), for example. Memory is an example of computer readable media.

[0121] Computer-readable media includes permanent and non-permanent, movable and non-movable media that can be implemented by any method or technology to store information. The 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 technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible to a computing device. According to the definition herein, computer-readable media does not include transitory media such as modulated data signals and carriers.

[0122] It should also be noted that the terms "comprising", "containing", or any other variant thereof are intended to cover a non-exclusive inclusion, such that a process, method, article or apparatus that comprises a list of elements does not only include those elements, but can also include other elements not expressly listed or inherent to such process, method, article or apparatus. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of additional identical elements in the process, method, article or apparatus that includes the element.

[0123] Those skilled in the art will appreciate that embodiments of the present application can be provided as a method, a system or a computer program product. Accordingly, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk memory, CD-ROMs, optical storage media, etc.) containing computer-usable program code. The above description is only a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered by the scope of protection of the present application. Therefore, the scope of protection of the present application should be subject to the scope of protection of the claims.< / balise> < / balisegroup> < / balisegroups> < / trackline> < / tracklines>

Claims

1. A method of monitoring the state of a train operation, characterized by, The method comprises: collecting real-time data of train operation in a current station yard; based on real-time position information and identification information of the train in the real-time data, determining position information of a target train in a station yard simulation graph by using a state display model, the state display model being used to simulate layout information of track lines and balise groups in the current station yard and to graphically display running state of the train in the current station yard; by using the position information, displaying layout of a station yard to which the target train belongs in a terminal interface and displaying running parameters beside the corresponding target train; the step of determining position information of a target train in a station yard simulation graph by using a state display model based on real-time position information and identification information of the train in the real-time data comprises: obtaining position information of a nearest related balise group, the nearest related balise group representing a last balise passed by a train running path; based on the real-time position information and the position information of the nearest related balise group, determining a distance of the train relative to the nearest related balise group; based on the distance, calculating an actual length percentage of the train running in a section, the actual length percentage representing a percentage of a distance from a start point of a section where the train is located to a current running position relative to a length of the section; based on section information of the train in the real-time position information and the actual length percentage, matching the state display model to obtain position information of the target train in the station yard simulation graph; based on the identification information of the train and the position information in the station yard simulation graph, rendering a target train icon in the station yard simulation graph; the step of determining a distance of the train relative to the nearest related balise group based on the real-time position information and the position information of the nearest related balise group comprises: obtaining head position information and tail position information of the train; judging whether the position information of the nearest related balise group is located in a position interval determined by the head position information and the tail position information; if not, respectively determining distances of the head position and the tail position relative to the nearest related balise group based on the head position information, the tail position information and the position information of the nearest related balise group.

2. The method of claim 1, wherein, Before the step of determining position information of a target train in a station yard simulation graph by using a state display model based on real-time position information and identification information of the train in the real-time data, the method further comprises: obtaining layout information of track lines and balise groups in a current station yard; selecting a framework of the state display model according to the track lines in the current station yard; determining the state display model based on the framework and the layout information.

3. The method of claim 1, wherein, the step of calculating an actual length percentage of the train running in a section based on the distance comprises: determining a first section and a second section according to the head position information and the tail position information, the first section being a section where the head position is located and the second section being a section where the tail position is located; judging whether unique identifiers of the first section and the second section are the same; If yes, based on the distance of the train head position and the train tail position relative to the nearest relevant transponder group, a first actual length percentage and a second actual length percentage are determined respectively by using the first section information, the first actual length percentage being the distance of the train head position traveling in the first section and the first section actual length percentage, and the second actual length percentage being the distance of the train tail position traveling in the first section and the first section actual length percentage.

4. The method of claim 3, wherein, The matching of the state display model based on the section information of the train in the real-time position information and the actual length percentage to obtain the position information of the target train in the station yard simulation graph includes: Matching the section data set in the state display model based on the unique identifier of the first section to determine the first section information in the state display model; Determining the position information of the train head position and the train tail position of the target train in the station yard simulation graph in the state display model based on the first section information in the state display model, the first actual length percentage, and the second actual length percentage.

5. The method of claim 4, wherein, The determination of the position information of the train head position and the train tail position of the target train in the station yard simulation graph in the state display model based on the first section information in the state display model, the first actual length percentage, and the second actual length percentage includes: Obtaining the train running direction; Determining the starting point of the first section information in the state display model based on the train running direction; Determining the position information of the train head in the station yard simulation graph to obtain the station yard simulation graph rendering the train head position based on the starting point of the first section information in the state display model, the identifier information of the train, and the first actual length percentage; Determining the position information of the train tail in the station yard simulation graph to obtain the station yard simulation graph rendering the train tail position based on the starting point of the first section information in the state display model, the second actual length percentage, and the station yard simulation graph rendering the train head position.

6. A device for monitoring the state of train operation, characterized by It includes: The acquisition unit is used to acquire real-time data of train operation in the current station yard; The utilization unit is used to determine the position information of the target train in the station yard simulation graph based on the real-time position information and the identifier information of the train in the real-time data of the acquisition unit, and the state display model is used to simulate the layout information of the track line and the transponder group in the current station yard and graphically display the running state of the train in the current station yard; The display unit is used to display the layout of the station yard to which the target train belongs and display the running parameters beside the corresponding target train in the terminal interface through the position information of the utilization unit; The utilization unit includes: Obtaining the position information of the nearest relevant transponder group, which represents the last transponder passed in the train operation path; Determining the distance of the train relative to the nearest relevant transponder group based on the real-time position information and the position information of the nearest relevant transponder group; based on the distance, calculating an actual length percentage of the train running in the section, the actual length percentage representing a percentage of a distance from a start point of the section where the train is located to a current running position to a length of the section; based on the section information of the train in the real-time position information and the actual length percentage, matching the state display model to obtain position information of the target train in the station yard simulation graph; based on the identification information of the train and the position information in the station yard simulation graph, rendering a target train icon in the station yard simulation graph; the distance of the train relative to the nearest associated balise group based on the real-time position information and the position information of the nearest associated balise group, comprising: obtaining head position information and tail position information of the train; judging whether the position information of the nearest associated balise group is located in a position interval determined by the head position information and the tail position information; if not, respectively determining distances of the head position and the tail position relative to the nearest associated balise group based on the head position information, the tail position information and the position information of the nearest associated balise group.

7. An electronic device, comprising: The electronic device comprises at least one processor, at least one memory connected with the processor, and a bus; wherein the processor, the memory and the bus complete mutual communication through the bus; the processor is used to call program instructions in the memory to execute the train running state monitoring method in any one of claims 1-5.

8. A readable storage medium characterized by, The storage medium is used to store a computer program, wherein the computer program controls the device where the storage medium is located to execute the train running state monitoring method in any one of claims 1-5 when running.

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