Non-polar train direction calculation method and device for TACS and medium

Abstract

The invention relates to a non-polar train direction calculation method and device for TACS and a medium, and the method comprises the steps: S1, configuring line information which comprises the operation direction, track, turnout, beacon and pole information of a train operation line; s2, detecting a beacon by adopting a train antenna, obtaining information of the beacon, and calculating a mileage increase and decrease state of train operation according to the information of the beacon; s3, reading train operation information according to the non-polar train odometer; and S4, calculating the direction of the non-polar train according to the information of the antenna, the beacon and the speedometer. Compared with the prior art, the method has the advantages that the train direction of the non-polar train is calculated without depending on the link relation of beacons in a train-to-train communication system, and the like.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to a non-polar train direction calculation method, device and medium for TACS. Background Art

[0002] The train-to-train communication system TACS is responsible for resource allocation by the trackside onboard controller. The train applies for resources, calculates the mobile authorization after obtaining the resources, and actively releases the resources after using them, realizing train autonomous control and line resource refinement. The direction of the train is the basis for the train to calculate positioning and apply for resources in the train-to-train communication system. The polar train can statically obtain its own direction based on the track information of the line it is on, and the placement of the train remains unchanged relative to the operating direction of the line. After the train passes through the bulb line, triangle line, eight-shaped line or the loop line that causes the train to lose polarity, the direction on the same section of track is no longer the same, causing the train to become a non-polar train. In the initialization and loss of position scenarios, non-polar trains will not be able to statically obtain the direction by reading the line data configuration.

[0003] After searching, Chinese patent publication number CN113548093A discloses a method and system for determining the running direction of a train. The method includes: when the train is located in the initial section of a circular track, the initial running direction of the train in the initial section is obtained according to the multiple transponders that the train passes through; according to the initial running direction, the route section of the train in the circular track is searched from the initial section in the electronic map, and it is determined whether any route section has a light bulb line attribute, and the track direction of the route section is determined according to the judgment result; the route section where the train is located is determined according to the position of the train, and the track direction of the route section where the train is located is used as the running direction of the train at the position. However, the existing patent requires the line to be divided into different sections. At the same time, the method already has the train direction, and then calculates the running direction according to the train positioning, which cannot solve the problem of calculating the train direction of non-polar trains. Summary of the invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a non-polar train direction calculation method, device and medium for TACS.

[0005] The purpose of the present invention can be achieved by the following technical solutions:

[0006] According to a first aspect of the present invention, a non-polar train direction calculation method for TACS is provided, the method comprising:

[0007] Step S1, configuring line information, wherein the line information includes the operating direction, track, turnout, beacon and pole information of the train running line;

[0008] Step S2, using the train antenna to detect the beacon, obtaining the beacon information and calculating the mileage increase or decrease status of the train according to the beacon information;

[0009] Step S3, reading train operation information according to the non-polar train odometer;

[0010] Step S4, calculating the direction of the non-polar train based on the antenna, beacon and odometer information.

[0011] As a preferred technical solution, the step S1 specifically includes:

[0012] Step S11, configuring the operation direction;

[0013] Step S12, configuring the mileage of the track;

[0014] Step S13, configuring turnout and beacon information;

[0015] Step S14: configure pole information, and define two track connection points with opposite operating directions as poles according to the operating direction of the line.

[0016] As a preferred technical solution, in step S11, the uplink and downlink direction information of the line operation is configured according to the urban rail design standards, user needs and line characteristics.

[0017] As a preferred technical solution, in step S12, the line is divided into a number of tracks according to the line engineering measurement data, and mileage information is configured for all the tracks.

[0018] As a preferred technical solution, in step S13, according to the existing track and its mileage information, the mileage information on the track where the switch point and the beacon are located is configured to the associated track, and an index number is configured for each beacon according to the set rules.

[0019] As a preferred technical solution, in step S14, if the position where the operating direction is opposite is not at the connection point of the two tracks, the track is re-divided, the mileage information of the track is configured, and the connection point of the re-divided track is configured as a pole.

[0020] As a preferred technical solution, step S2 specifically includes:

[0021] Step S21, read the first beacon, and further obtain the time of reading the beacon, the index number of the beacon, the mileage of the beacon, and the index number of the track where the beacon is located according to the beacon information;

[0022] Step S22, read the second beacon, and obtain the time of the second beacon, the index number of the beacon, the mileage of the beacon, and the index number of the track where the beacon is located; between the first beacon and the second beacon may include multiple switches, may also include poles, and the two beacons may not be adjacent beacons;

[0023] Step S23, calculating the distance between two beacons;

[0024] Step S24, based on the mileage difference between the two beacons, calculate whether the train is running in the direction of increasing mileage or decreasing mileage.

[0025] As a preferred technical solution, step S23 is specifically as follows:

[0026] According to the configured line data, the mileage of the two beacons is read through the index numbers of the two beacons, and then the distance between the two beacons is calculated.

[0027] As a preferred technical solution, step S3 specifically includes:

[0028] Step S31, determining the train driver's cab, and obtaining whether the train is running towards the driver's cab 1 or the driver's cab 2 according to the train interface;

[0029] Step S32, counting the number of odometer teeth, and calculating the number of gears during this period according to the time difference between the train reading the two beacons;

[0030] Step S33, calculate the running distance, and determine the distance the train runs along the driver's cab 1 or the driver's cab 2 according to the gear reading.

[0031] As a preferred technical solution, step S4 specifically includes:

[0032] Step S41, based on the distance between the two beacons and the running distance calculated by the odometer when the train passes the two beacons, the train determines whether the difference between the two distances is within a set error range. If yes, step S42 is executed; otherwise, it is determined to be an unavailable beacon.

[0033] Step S42, if the difference between the two distances is within the set error range, the train will mark the two beacons as available beacons and use the two beacons to calculate the train direction;

[0034] Step S43, based on the beacon information detected by the train antenna and the mileage information calculated by the odometer, the train calculates the direction of the mileage increasing or decreasing along the driver's cab, thereby determining the unique direction of the train;

[0035] Step S44, once the train direction is calculated through the above steps, the train will maintain the direction and change the direction when encountering a pole.

[0036] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0037] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0038] Compared with the prior art, the present invention has the following advantages:

[0039] 1) The present invention uses existing line beacons, vehicle-mounted antennas and odometers without adding additional auxiliary equipment, obtains the safe direction of non-polar trains, and solves the problem of calculating the direction of non-polar trains;

[0040] 2) The present invention considers the complete track, does not need to be divided into sections, and does not require the association relationship of beacons. The direction of the train can be determined in special scenarios such as encountering a pole, losing a beacon, and passing a switch, which expands the scope of scenarios in which the solution is applicable;

[0041] 3) The present invention can update the safety positioning after determining the train direction regardless of whether the train positioning is calculated when there is no direction, thereby improving the flexibility of calculating the non-polar train positioning;

[0042] 4) The present invention prohibits the train direction sent directly by the dispatcher, and also avoids using the running direction directly obtained from the dispatched task. The calculated non-polar train direction is a safe direction, which improves the safety of the system;

[0043] 5) The present invention is applicable to all current line topologies, including but not limited to train direction issues on complex lines such as bulb lines, triangle lines, and loop lines, thus expanding the scope of lines to which the solution is applicable. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 A flow chart for calculating non-polar train direction for the present invention;

[0045] Figure 2 A schematic diagram of the circuit configuration of the present invention;

[0046] Figure 3 A schematic diagram of a scenario for calculating the direction of a non-polar vehicle train according to the present invention. DETAILED DESCRIPTION

[0047] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0048] like Figure 1 As shown, the method of the present invention comprises the following steps:

[0049] Step S1, configuring line information, which is used to configure the operating direction, track, turnout, beacon and pole information of the line on which the train runs;

[0050] Step S2, detecting antenna beacons, using train antennas to detect beacons in steps and times, obtaining beacon information and calculating the mileage increase and decrease status of the train according to the beacon information;

[0051] Step S3, reading mileage information, and reading train operation information according to the non-polar train odometer;

[0052] Step S4: Calculate the train direction. Calculate the direction of the non-polar train based on the antenna, beacon and odometer information.

[0053] The step S1 is specifically as follows:

[0054] Step S11, configure the operation direction. Combined with the urban rail design standards, user needs and line characteristics, configure the uplink and downlink direction information of the line operation;

[0055] Step S12: Configure the mileage of the track. According to the obtained line engineering measurement data, divide the line into several tracks, and configure the mileage information for all tracks;

[0056] Step S13, configure the turnout and beacon information. According to the existing track and its mileage information, the mileage information on the track where the turnout tip and the beacon are located can be configured into the associated track, and an index number can be configured for each beacon according to certain rules;

[0057] Step S14, configure pole information. According to the operation direction of the line, define the two track connection points with opposite operation directions as poles. If the positions with opposite operation directions are not at the connection points of the two tracks, it is necessary to re-divide the tracks, configure the mileage information of the tracks, and configure the re-divided track connection points as poles.

[0058] The step S2 is specifically as follows:

[0059] Step S21, read the first beacon. When the beacon antenna of the train passes by the beacon, it will detect the beacon through electronic induction. According to the beacon information, the time of reading the beacon, the index number of the beacon, the mileage of the beacon, and the index number of the track where the beacon is located can be obtained;

[0060] Step S22, read the second beacon. The method of reading the beacon is similar to that of the first beacon, and the time of the second beacon, the index number of the beacon, the mileage of the beacon, and the index number of the track where the beacon is located can be obtained; between the first beacon and the second beacon, there may be multiple switches or poles, and the two beacons may not be adjacent beacons;

[0061] Step S23, calculating the distance between the two beacons. According to the configured line data, the mileage of the two beacons can be read through the index numbers of the two beacons, and then the distance between the two beacons can be calculated.

[0062] Step S24, calculating the running mileage direction of the train. According to the mileage difference between the two beacons, it can be calculated whether the train is running in the direction of increasing mileage or decreasing mileage.

[0063] The step S3 is specifically as follows:

[0064] Step S31, determining the train driver's cab. During the running of the train, the rotation of the wheels will lead to the rotation of the odometer, and whether the train is running towards the driver's cab 1 or the driver's cab 2 can be obtained according to the train interface.

[0065] Step S32, counting the number of odometer gears. The rotation of the wheels will cause the odometer gear reading to increase or decrease. Based on the time difference between the train reading the two beacons, the train can calculate the number of gears during this period;

[0066] Step S33, calculating the running distance. According to the gear reading, the distance the train runs along the driver's cab 1 or the driver's cab 2 can be determined.

[0067] The step S4 is specifically as follows:

[0068] Step S41, calculate the similarity distance. Combining the distance between the two beacons and the running distance calculated by the odometer when the train passes the two beacons, the train will compare whether the difference between the two distances is within a certain error range;

[0069] Step S42, determining available beacons. If the difference between the two distances is within a certain error range, the train will mark the two beacons as available beacons and use the two beacons to calculate the train direction.

[0070] Step S43, determine the direction of the train. Based on the beacon information detected by the train antenna and the mileage information calculated by the odometer, the train will calculate the direction of the mileage increasing or decreasing along the driver's cab, and then the unique direction of the train can be determined.

[0071] Step S44, maintaining the train direction. Once the train direction is calculated through the above steps, the direction is maintained and changed when a pole is encountered. Specific embodiments

[0073] like Figure 2 and Figure 3 As shown, the method for calculating the direction of a non-polar train according to the present invention is introduced, comprising the following steps:

[0074] Step 100: Configure the operation direction. Based on the urban rail design standards, user needs and line characteristics, configure the line's operation up and down direction information;

[0075] Step 101: Configure the mileage of the track. The divided track data is configured in the data. The configuration information of each track can be <track id＝"5”,beginkp＝"100”，endkp＝"580”> and <track id＝"6”,beginkp＝"580”，endkp＝"980”> ;

[0076] Step 102, configure the turnout and beacon information. For the turnouts on the main line, each turnout is associated with a track at both ends. For the turnouts in the field, one end is connected to the track and the other end is connected to the field. The example diagram scene in this real-time example does not include a turnout, but the scene of crossing the turnout is similar. The deployment of the beacon position meets certain functional requirements. The station has high requirements for accuracy and needs to be deployed more densely. Certain constraints need to be met for special functions. The two beacon data in the figure are configured as follows:<Beacon id=“10”,kp=“126”,refTrack=“5” / > and<Beacon id=“11”,kp=“470”,refTrack=“32” / > ,<Beacon id=“12”,kp=“680”,refTrack=“6” / > .

[0077] Step 103: Configure pole information. According to the operation direction of the line, two track connection points with opposite operation directions are defined as poles. If the position with opposite operation directions is not at the connection point of the two tracks, the tracks need to be re-divided, the mileage information of the tracks is configured, and the connection points of the re-divided tracks are configured as poles. Figure 2 The pole is configured at the connection point of Track2 and Track3, that is, the pole in the figure.

[0078] Step 104, read beacon A. Figure 3When the train's beacon antenna Ant1 passes beacon A on Track5, it will detect the beacon through electronic induction. According to the beacon information, we can get the time t1 of reading the beacon, the index number 10 of the beacon, the mileage 126 of the beacon, and the index number 5 of the track where the beacon is located;

[0079] Step 105, read beacon B. The method of reading beacon is similar to that of beacon A. When beacon B is read, beacon B is missed, and the train does not obtain the information of beacon B.

[0080] Step 106, read beacon C, and obtain the time t2 of reading beacon C, the index number 12 of the beacon, the mileage 680 of the beacon, and the index number 6 of the track where the beacon is located;

[0081] Step 107, calculate the distance between the two beacons. According to the configured line data, the mileage of the two beacons can be read according to the index numbers of the two beacons, and then the distance 564 between the two beacons can be calculated.

[0082] Step 108, calculate the running mileage direction of the train. According to the mileage difference 564 of the 12th beacon minus the 10th beacon, it can be calculated that the train is running in the direction of increasing mileage.

[0083] Step 109, determine the train driver's cab. During the operation of the train, the rotation of the wheels will drive the rotation of the odometer. The driver's cab associated with the train's odometer can be obtained according to the train interface. In the current scenario, it is determined that the train is running towards the driver's cab 1.

[0084] Step 110, counting the number of odometer gears. The rotation of the wheels will cause the odometer gear reading to increase or decrease. Based on the time difference between the train reading the two beacons, the train can calculate the number of gears during this period;

[0085] Step 111, calculate the running distance. According to the gear reading, multiply by the distance of each tooth number, the distance 564.21 that the train runs along the driver's cab 1 can be determined.

[0086] Step 112, calculate the similar distance. Combining the distance obtained by the non-polar train by reading beacon A and beacon C, and the running distance calculated by the odometer when the non-polar train passes the two beacons, the train will compare whether the difference between the two distances is within a certain error range;

[0087] Step 113, determine the available beacons. If the difference between the two distances is within a certain error range, the train will mark beacons A and C as available beacons and use these two beacons to calculate the train direction. If the train reads beacon A but misses beacons B and C, the train will discard the information of beacon A that has been read, and will restart the process of determining the train direction when the beacon is read again.

[0088] Step 114, calculate the train direction. Based on the beacon information detected by the train antenna and the mileage information calculated by the odometer, the train will calculate the direction of increasing mileage along the driver's cab, and then determine the only safe direction E2toE1 for non-polar trains.

[0089] Step 115, maintaining the train direction. Once the non-polar train direction is calculated through the above steps, the direction is maintained and changed when turning back or encountering a pole.

[0090] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0091] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0092] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0093] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0094] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0095] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0096] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0097] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A non-polar train direction calculation method for TACS, characterized in that: The method includes: Step S1, configuring line information, wherein the line information includes the operating direction, track, turnout, beacon and pole information of the train running line; Step S2, using the train antenna to detect the beacon, obtaining the beacon information and calculating the mileage increase or decrease status of the train according to the beacon information; Step S3, reading train operation information according to the non-polar train odometer; Step S4, calculating the direction of the non-polar train based on the antenna, beacon and odometer information.

2. A non-polar train direction calculation method for TACS according to claim 1, characterized in that: The step S1 specifically includes: Step S11, configuring the operation direction; Step S12, configuring the mileage of the track; Step S13, configuring turnout and beacon information; Step S14: configure pole information, and define two track connection points with opposite operating directions as poles according to the operating direction of the line.

3. A non-polar train direction calculation method for TACS according to claim 2, characterized in that: In the step S11, the uplink and downlink direction information of the line operation is configured according to the urban rail design standards, user needs and line characteristics.

4. A non-polar train direction calculation method for TACS according to claim 2, characterized in that: In step S12, the line is divided into a number of tracks according to the line engineering measurement data, and mileage information is configured for all the tracks.

5. A non-polar train direction calculation method for TACS according to claim 2, characterized in that: In step S13, according to the existing track and its mileage information, the mileage information on the track where the switch point and the beacon are located is configured into the associated track, and an index number is configured for each beacon according to the set rules.

6. A non-polar train direction calculation method for TACS according to claim 2, characterized in that: In step S14, if the position where the operating direction is opposite is not at the connection point of the two tracks, the track is re-divided, the mileage information of the track is configured, and the connection point of the re-divided track is configured as a pole.

7. A non-polar train direction calculation method for TACS according to claim 1, characterized in that: The step S2 specifically includes: Step S21, read the first beacon, and further obtain the time of reading the beacon, the index number of the beacon, the mileage of the beacon, and the index number of the track where the beacon is located according to the beacon information; Step S22, read the second beacon, and obtain the time of the second beacon, the index number of the beacon, the mileage of the beacon, and the index number of the track where the beacon is located; Step S23, calculating the distance between two beacons; Step S24, based on the mileage difference between the two beacons, calculate whether the train is running in the direction of increasing mileage or decreasing mileage.

8. A non-polar train direction calculation method for TACS according to claim 7, characterized in that: The step S23 is specifically as follows: According to the configured line data, the mileage of the two beacons is read through the index numbers of the two beacons, and then the distance between the two beacons is calculated.

9. A non-polar train direction calculation method for TACS according to claim 1, characterized in that: The step S3 specifically includes: Step S31, determining the train driver's cab, and obtaining whether the train is running towards the driver's cab 1 or the driver's cab 2 according to the train interface; Step S32, counting the number of odometer teeth, and calculating the number of gears during this period according to the time difference between the train reading the two beacons; Step S33, calculate the running distance, and determine the distance the train runs along the driver's cab 1 or the driver's cab 2 according to the gear reading.

10. A non-polar train direction calculation method for TACS according to claim 1, characterized in that: The step S4 specifically includes: Step S41, based on the distance between the two beacons and the running distance calculated by the odometer when the train passes the two beacons, the train determines whether the difference between the two distances is within a set error range. If yes, step S42 is executed; otherwise, it is determined to be an unavailable beacon. Step S42, if the difference between the two distances is within the set error range, the train will mark the two beacons as available beacons and use the two beacons to calculate the train direction; Step S43, based on the beacon information detected by the train antenna and the mileage information calculated by the odometer, the train calculates the direction of the mileage increasing or decreasing along the driver's cab, thereby determining the unique direction of the train; Step S44, once the train direction is calculated through the above steps, the train will maintain the direction and change the direction when encountering a pole.

11. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 10 is implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 10 is implemented.

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