Rail data map compiling method suitable for rail transit signal system

Abstract

The invention discloses a track data map compiling method suitable for a track traffic signal system, and relates to the technical field of track traffic, and the method comprises the steps: dividing a track into a plurality of target sections, dividing a track line into line segments corresponding to the target sections, and carrying out the serial number coding, and obtaining a first line segment number; generating a second line segment number of each target position in the line segment and a third line segment number of each signal equipment position in the track line based on the first line segment number; on the basis of turnout position characteristics, performing combined coding on the first line segment numbers to generate turnout numbers representing all turnout positions; the track data map is drawn according to the first line segment number, the second line segment number, the third line segment number and the turnout number, so that the comprehensiveness, reliability and data accuracy of the track data map are remarkably improved, and a topological network is generated according to the line segments for scheduling of a signal system; therefore, the accurate and efficient scheduling of the signal system on the train operation is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and specifically to a method for compiling a track data map applicable to a rail transit signal system. Background Art

[0002] When designing a signal system, device information and line information that affect train dispatching on a traffic line need to be input into the signal system to form a line electronic map for the operation of the signal system. The basic information of the existing track data map comes from civil engineering and track engineering. The line includes an up-line and its corresponding mileage marker, a down-line and its corresponding mileage marker, a turnout connecting the up-line and the down-line and its corresponding mileage marker, and a connecting line connecting different rail transit lines and its corresponding mileage marker. Then, the track professional provides the line length and positioning information first, and then the signal system equipment is installed. However, due to the long line, multiple starting points are selected when the track professional measures the line length of the same line, resulting in different survey reference positions for the highway mileage markers of the whole line, which affects the use of the signal system. At the same time, for different lines, due to different starting points set by the track professional, different highway mileage markers cannot be compatible, which further leads to poor applicability and low reliability of the track data map.

[0003] The patent "A Method and System for Generating a Bidirectional Electronic Map of Rail Transit Based on Parametrization", publication number: CN117472255B, publication date: October 11, 2024, discloses: drawing stations according to the selected line to be drawn, drawing straight line intervals and curve intervals according to the selected line and intervals, judging the curve type, if the curve type is a vertical orthogonal curve, a horizontal skew curve or a vertical skew curve, then drawing a vertical orthogonal curve interval, a horizontal skew curve interval or a vertical skew curve interval based on the coordinates of n control points on the directed line segment path of the corresponding curve interval; if the curve type is an S-shaped curve, then drawing an S-shaped curve interval based on the coordinates of m control points on the directed line segment path of the corresponding curve interval. The rail transit bidirectional electronic map generation system is applied to the method for generating a rail transit bidirectional electronic map. However, Comparative Document 1 mainly provides a method for drawing a line map of the entire urban rail system, generating an electronic map of line topology, and cannot provide the positioning information of each signal device in the line, as well as specific information such as the train running direction and train direction conversion. It is difficult for the signal system to accurately dispatch trains at special line intersection points of each line according to this electronic map, and the applicable scenarios are limited. Summary of the Invention

[0004] The object of the present invention is to address the problem that the existing track data map is unreliable because it is difficult to accurately represent all signal device information on the track line. A method for compiling a track data map applicable to a rail transit signal system is proposed. By dividing the track into several target sections, dividing the track line into line segments corresponding to the target sections and performing serial number encoding, the first line segment number is obtained. Based on the first line segment number, the second line segment number of each target position in the line segment and the third line segment number of each signal device position in the track line are generated. Based on the characteristics of the turnout position, the first line segment number is combined and encoded to generate the turnout number representing each turnout position. According to the first line segment number, the second line segment number, the third line segment number, and the turnout number, a track data map is drawn to ensure that all signal device position information can be obtained through the data map, and then the train operation direction and positioning and other operation information can be obtained, realizing the generation of a topological network according to the line segments for the signal system to schedule and use, enabling the signal system to manage all devices on the line. The problem that the signal system design depends on the input of the track specialty is solved, significantly improving the comprehensiveness, reliability, and data accuracy of the track data map, and further improving the precise and efficient scheduling of the signal system for train operation.

[0005] To solve the above technical problems, the technical solution adopted by the present invention is: A method for compiling a track data map applicable to a rail transit signal system, including the following steps: Based on the attributes of the urban rail transit line, the track is divided and identified to obtain several target sections; The track line is divided into line segments corresponding to the target sections, and a primary serial number encoding is performed on the line segments to obtain the first line segment number of the track line; The first line segment number is combined with the offset of the target position in the current line segment for secondary serial number combination encoding to obtain the second line segment number of different positions in the same line segment; Based on the first line segment number and the signal device positions in the track line, a tertiary serial number combination encoding is performed to obtain the third line segment number of each signal device in the track line; Based on the characteristics of the turnout position, a quaternary serial number combination encoding is performed on the first line segment number to obtain the turnout number representing different position types of turnouts on the track line, and based on the turnout number, the starting number and the ending number of each turnout position are determined. Based on the first line segment number, the second line segment number, the third line segment number, and the turnout number, a track data map of the rail transit signal system is drawn.

[0006] In this solution, by dividing the track, the complex rail transit line can be reasonably divided to form independent target sections, breaking down the huge line system into manageable units, which helps with the subsequent refined management and data processing of the track line; by dividing the track line into line segments corresponding to the target sections and coding them to uniquely identify each line and segment, it helps to clearly locate and identify different lines and segments on the data map; by compiling the second line segment number according to the offset of any position in the line segment from the starting point of the current line segment, the specific position of the target position on the data map can be accurately represented digitally, which is very important for precisely grasping the information of any position on the track line, especially when operations or monitoring need to be carried out at specific positions on the track. At the same time, with simple and clear digital coding, any position in the line segment can be accurately located to facilitate obtaining the real-time positioning of the train, providing accurate data support for the overall dispatching of the signal system; by representing the specific positions of all signal devices on the line with the third line segment number, it helps to accurately locate and manage the signal devices to ensure the normal operation of the signal system; when a signal device fails, maintenance personnel can quickly locate the faulty device according to the device number in the data map, reducing the maintenance time and improving the reliability of the signal system, thereby ensuring the punctuality of train operation; by numbering the turnouts according to their different positions, it helps the signal system to accurately dispatch trains according to the position and status of the turnouts, ensuring that trains can safely and reasonably switch tracks at the turnouts and avoiding the risk of collision between trains, improving the safety of train operation; based on the above line segment numbers, a data map of rail transit is compiled, enabling the signal system to more intuitively understand the layout and status of the track line when dispatching trains, making more reasonable dispatching decisions. At the same time, the unified and standardized coding method improves the data processing speed and efficiency of the signal system, significantly enhancing the reliability of the track data map.

[0007] Preferably, the dividing and identifying the track based on the attributes of the urban rail transit line to obtain a number of target sections includes: Based on the up and down running modes of the urban rail transit line, the track is divided into a number of sections by axle counting, and each section is sequentially identified by an identifier, obtaining a number of target sections identified by section numbers.

[0008] Preferably, the dividing the track line into line segments corresponding to the target sections and performing a primary sequence number coding on the line segments includes: Based on the target sections, the track line is divided into a number of line segments, and each line segment corresponds one-to-one to the target section; According to the corresponding relationship between the target section and the line segment, the line segment sequence number is determined by the section number; Determine the line type sequence number based on the type of the track line; Perform a primary combination encoding on the line type sequence number and the line segment sequence number using a plus sign connector to generate the first line segment number.

[0009] Preferably, the line segment numbers of the same line are not repeated.

[0010] In this solution, when specifying the line segment encoding, the occurrence of the same line segment number in the same line is avoided, ensuring the accuracy and uniqueness of the data.

[0011] Preferably, the secondary sequence number combination encoding of the first line segment number and the offset of the target position in the current line segment to obtain the second line segment numbers at different positions in the same line segment includes: According to the offset of the target position in the line segment relative to the starting point of the current line segment, perform a secondary combination encoding using a plus sign connector in combination with the first line segment number of the current line segment to generate the number of the target position in the line segment and use it as the second line segment number.

[0012] Preferably, the line segment further includes a line segment starting point and a line segment ending point, where: The line segment starting point is identified by adding 0 to the first line segment number; The line segment ending point is identified by adding the line length value to the first line segment number.

[0013] Preferably, when the line segment is compiled, the line segment starting point and the line segment ending point are encoded according to the up direction of the track line.

[0014] Preferably, the tertiary sequence number combination encoding of the first line segment number and the position of the signal equipment in the track line to obtain the third line segment numbers of each signal equipment in the track line includes: Determine the first line segment number matching the signal equipment according to the section where the signal equipment is located; Perform a combination encoding using a plus sign connector in combination with the first line segment number according to the distance of the signal equipment from the starting point of the corresponding line segment to generate the third line segment number representing the specific position of the signal equipment in the track line.

[0015] Preferably, the quaternary sequence number combination encoding of the first line segment number based on the characteristics of the switch position includes: performing a combination encoding of the first line segment number and the corresponding position number using a minus sign connector respectively based on the pre-switch position or switch tip position, the normal position, and the reverse position of the switch to generate the third line segment number.

[0016] The method further includes: characterizing the conversion of the train running direction according to the connection mode between the line segments; specifically including: when the second line segment number representing the end point of the first track line is connected to the second line segment number representing the starting point of the second track line, it indicates that the running direction of the train has not changed; when the second line segment number representing the end point of the first track line is connected to the second line segment number representing the end point of the second track line, it indicates that the running direction of the train has changed.

[0017] Advantages of the present invention: 1. Through detailed line segment and position encoding, the position of the train on the track can be accurately determined. Whether on a straight track or near a turnout, the train can be quickly and accurately located through the encoding in the data map, which helps the signal system to precisely dispatch the train, avoid the risk of collision between trains, and improve the safety of train operation; 2. The precise encoding of signal devices enables the signal system to quickly find the position of each signal device, facilitating the maintenance, repair and fault detection of signal devices, improving the reliability of the signal system, and thus ensuring the punctuality of train operation; 3. By dividing the track line into multiple sections and line segments and carrying out systematic numbering, the entire track line is presented very clearly on the data map. Whether it is the basic track line or complex structures such as turnouts, there are clear identifications; enabling the signal system to more intuitively understand the layout and status of the track line when dispatching trains and make more reasonable dispatching decisions; 4. The unified and standardized encoding method helps to perform efficient data processing in the signal system. Whether it is the processing of train position data, signal device data or track line data, it can be quickly indexed and operated through encoding, solving the problem that the design of the signal system depends on the input of the track profession, and improving the precise and efficient dispatching of the signal system for train operation; 5. The structured data map compilation method has good scalability. When new sections, line segments or signal devices are added to the rail transit line, it can be expanded according to the existing encoding rules to adapt to new operation requirements, without the need to perform large-scale reconstruction of the entire data structure, improving the adaptability and scalability of the track data map. Description of the Drawings

[0018] By reading the detailed description of the non-restrictive embodiments with reference to the following drawings, other features, objects and advantages of the present invention will become more apparent. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention. Moreover, throughout the drawings, the same reference numerals are used to represent the same components.

[0019] Figure 1Flowchart of a method for compiling a track data map applicable to a rail transit signal system according to an embodiment of the present invention.

[0020] Figure 2 Schematic diagram of an urban rail transit line according to an embodiment of the present invention.

[0021] Figure 3 Schematic diagram of a line compilation according to an embodiment of the present invention.

[0022] Figure 4 Schematic diagram of the distribution of signal equipment according to an embodiment of the present invention.

[0023] Figure 5 Schematic diagram of the map compilation of a turnout section according to an embodiment of the present invention.

[0024] Figure 6 Schematic diagram of the line representation during the conversion of the running direction according to an embodiment of the present invention. Detailed implementation manners

[0025] To make the objectives, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific implementation manners described herein are only the best embodiments of the present invention, which are only used to explain the present invention and do not limit the protection scope of the present invention. All other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0026] Example 1: As Figure 1 shown, a method for compiling a track data map applicable to a rail transit signal system includes steps S1 - S6, where: Step S1: Divide and identify the track based on the attributes of the urban rail transit line to obtain a number of target sections. Specifically, based on the up - and - down running mode of the urban rail transit line, use axle counters to divide the track into several sections, and sequentially identify each section with an identifier to obtain a number of target sections identified by section numbers.

[0027] As an implementation manner, as Figure 2 shown, the urban rail transit line is divided into up - and - down directions; use axle counters to divide the track into individual target sections, for example, G1, G2; at the same time, use axle counters to divide the turnouts into individual turnout sections, for example, D1, D2, D3.

[0028] Furthermore, the target section and the turnout section can be divided according to the design of the line. For example, the length of the target section can be set according to the characteristics of the line, such as straight or curved. Since it is necessary to clarify the current position of the train when it is running on the turnout, a refined division of the turnout can help to accurately locate the train. At the same time, according to the turnout section boundary determined by axle counting, the area where problems may occur can be accurately located. For example, when abnormal occupancy information appears when the train passes through the turnout, through the turnout section number divided by axle counting, the fault range can be quickly narrowed down to a specific numbered area, such as turnout section D3, which is convenient for maintenance personnel to conduct targeted inspections and repairs. The turnout section numbers divided by axle counting enable the dispatcher to quickly judge the distribution of trains in the turnout area based on these numbers, so as to arrange the train route and speed more reasonably. For example, when multiple trains are waiting to pass through the turnout in adjacent turnout sections such as D4 and D5, the dispatcher can orderly direct the trains to pass through the turnout according to the occupancy of the trains corresponding to these numbers, avoiding train conflicts at the turnout and ensuring the safe operation of trains in the complex turnout area.

[0029] In this embodiment, the axle counting equipment is used to detect whether a track section is occupied. After dividing the target section such as G1 and G2 and the turnout section and numbering them such as D1 and D2 by axle counting, once a fault occurs in a certain turnout section, the specific turnout section where the fault is located can be quickly determined through the number, avoiding non-discriminatory inspections of the entire turnout area during fault troubleshooting. Instead, according to the turnout section boundary determined by axle counting, the area where problems may occur can be accurately located, effectively improving the fault troubleshooting efficiency. The signal system can understand whether the train enters or leaves a certain turnout section and its running state in the turnout section in real time through the axle counting equipment and the corresponding turnout section number, so as to accurately track this process and provide accurate position information for train dispatching, further improving the train operation efficiency and the overall operation efficiency of rail transit.

[0030] Step S2: Divide the track line into line segments corresponding to the target section, and perform a serial number encoding on the line segments to obtain the first line segment number of the track line, where: The track line is divided into several line segments based on the target section, and each line segment corresponds to the target section one by one; according to the corresponding relationship between the target section and the line segment, the line segment sequence number is determined by the section number; the line type sequence number is determined based on the type of the track line; the line type sequence number and the line segment sequence number are combined and encoded once using a plus sign connector to generate the first line segment number.

[0031] As an implementation method, as Figure 3 shown, the track is divided into line segments, and the line equipment and position information are represented by the line segments. Specifically, the segment numbers of the same line are not repeated. An example of the first segment number is 010001, where 01 represents the line number, i.e., the line type number. For example, Line 1 is represented as 01, and Line 2 is represented as 02; 0001 is the segment number; the same line should not have two identical segments.

[0032] It can be understood that modern urban rail transit usually uses axle counters to divide the whole line into axle counter sections. When a train passes through an axle counter section, it can be detected by the axle counter and the signal system that the corresponding section is occupied. For example, when the train enters the axle counter section G1, the signal system and the axle counter work together to find that there is a train or an object in the axle counter section G1. The length of the axle counter section in a line ranges from more than ten meters to several kilometers. Limited by the physical performance of the axle counter and the signal system, the shorter the axle counter section, the more equipment needs to be installed, and the lower the train speed that can be supported. Vice versa. The axle counter section can only identify that there is occupancy within the axle counter and cannot achieve centimeter-level precise positioning of the train. Therefore, when this application is used, each section is converted into a segment. For example, G1 is converted into 010001, and G3 is converted into 010003. The starting point of G1 is: 010001 + 0, and the ending point of G1 is 010001 + 100. 100 represents the length of G1 (010001) from the starting point to the ending point.

[0033] Step S3: Perform a secondary sequence number combination encoding on the first segment number and the offset of the target position in the current segment to obtain the second segment number at different positions in the same segment, where: According to the offset of the target position in the segment relative to the starting point of the current segment, combine the first segment number of the current segment using the plus sign connector for secondary combination encoding to generate the number of the target position in the segment, and use it as the second segment number.

[0034] In this embodiment, any position on the segment can be represented by the segment name + the offset relative to the starting point of the segment. For example, the starting point of the segment is represented as the segment name (i.e., the first segment number) + 0, the ending point of the segment is represented as the segment name + the ending length, and the middle position of the segment is represented as the segment name + the offset relative to the starting point. For example, 010001 + 50 marks the position 50 meters offset from the starting point of Segment 0001 of Line 01.

[0035] Further, the start connection represents the line segment connected to the start point of the current line segment. For example, for the start point of line segment 010001, that is, the line segment connected to 010001+0; the end connection represents the line segment connected to the end point of 010001. For example, the end point 200 of line segment 010001, that is, the line segment connected to 010001+200. A line segment can be connected to multiple line segments. The end point of a line segment can be connected to the start point of another line segment or the end point of another line segment. As shown in the first row of Table 1, the position connected to the start point 010001+0 of line segment 010001 is 010009+70, and the position connected to the end point of 010001, that is, 010001+100, is 010005+100. As shown in the second row of Table 1, the positions connected to the start point 010003-1+0 of 010003-1 are 010004+150 and 010007+130, corresponding to two line segments; the end point of 010003-1 is connected to the start points of two line segments, which are 010003-2+0 and 010003-3+0 respectively; Table 1 Line Segment Coding Format

[0036] Specifically, the line segment further includes a line segment start point and a line segment end point, where: The line segment start point is identified by adding 0 to the first line segment number; The line segment end point is identified by adding the line length value to the first line segment number.

[0037] As an implementation, the line segment start point represents the position where the line segment starts, denoted as the first line segment number +0. For example, 010001 represents the start point of the 0001st segment of Line 1; the line segment end point represents the position where the line segment ends, denoted as the first line segment number +100. For example, 020004+100 represents the end point of the 0004th segment of Line 2, and 100 represents the length of the current line segment, that is, the 0004th segment. The end point values of line segments with different lengths are different.

[0038] In this embodiment, through detailed line segment and position encoding, the entire track line is presented very clearly on the data map. Whether it is the basic track line or complex structures such as turnouts, there are clear identifications; enabling the signal system to more intuitively understand the layout and status of the track line when conducting train dispatching, and making more reasonable dispatching decisions; at the same time, through comprehensive line division and specific numbering identifications, the position of the train on the track can be accurately determined. Whether on a straight track or near a turnout, the train can be quickly and accurately located through the encoding in the data map; it helps the signal system to precisely dispatch trains, avoid the risk of collision between trains, and improve the safety of train operation. According to the different lengths of the line segments, the end encoding of the line segments is flexibly defined to achieve fine division of the line, so that any position of the train on the line can be represented by a specific serial number. Compared with the method of positioning the train through coordinate points, the data is more simple and clear, and it is easier for the staff to obtain the position information of the train and its various signal devices according to the numbering, realizing faster, more efficient, and timely dispatching and equipment maintenance of the signal system.

[0039] Specifically, when the line segment is compiled, the starting point and the ending point of the line segment are encoded according to the up direction of the track line.

[0040] In this embodiment, as Figure 2As shown, the default line mileage in the data map increases in the upward direction. For example, 010001 + 100 in the upward direction of 010001 + 0 means that 010001 + 100 is the position 100 meters upward from the position of 01001 + 0; the starting and ending points of the line are numbered in the upward direction of the track line, aiming to make the numbering method of the data map consistent with the basic operation logic of the train; for the dispatcher, when viewing the data map to command the train operation, the numbering direction is consistent with the actual running direction of the train, which can more intuitively understand the position change and running trend of the train on the line, so as to facilitate the operation personnel to quickly locate and operate. The interlocking function in the signal system is the core to ensure the safe operation of the train. The interlocking system needs to control the states of devices such as turnouts and signal lights according to the position and running direction of the train. Numbering the starting and ending points of the line in the upward direction provides a clear position reference framework for the interlocking system. In the rail transit signal system, a large amount of data processing and information interaction are involved. Numbering the starting and ending points of the line in the upward direction can ensure the consistency of data processing. For example, in the Automatic Train Supervision (ATS) system, operations such as the update of train position information and the adjustment of train operation plans need to refer to the line number. When the numbering direction is consistent with the train running direction, errors and confusion caused by inconsistent directions can be reduced during the data processing process, improving the accuracy and efficiency of data processing, and further enabling different subsystems to understand the position and running state of the train based on the same numbering direction when using the data map, so as to better achieve system integration and improve the stability and reliability of the entire signal system.

[0041] In addition, numbering the line in the upward direction helps to reasonably configure and manage these signal devices. Taking the signal light as an example, the signal instructions it displays (such as allowing passage, stopping, etc.) are related to the running direction of the train; through the line number consistent with the upward direction numbering, the signal light can send more accurate signals that conform to the running direction of the train to avoid signal conflicts and misguidance.

[0042] Step S4: Based on the first line number and the positions of the signal devices in the track line, perform three - sequence - number combination encoding to obtain the third line number of each signal device in the track line, where: Determine the first line number that matches the signal device according to the section where the signal device is located; according to the distance from the signal device to the starting point of the corresponding line, combine and encode using the plus sign connector in combination with the first line number to generate the third line number representing the specific position of the signal device in the track line.

[0043] As an implementation method, such as Figure 4As shown in the figure, a large number of signal devices are arranged in the track, including at least balises, signal lights, axle counters, etc. All the devices and their positioning information should be entered into the rail transit data map. For example, the representation of a balise on a line segment is 010001+10, the representation of an axle counter on a line segment is 010001+100, and the representation of a signal light on a line segment is 010001+96.

[0044] In this embodiment, the third line segment number can be used as a special second line segment number. The difference is that the second line segment number is used to identify any position in the line segment, including but not limited to the position of signal devices, so as to accurately and quickly locate the target position required for trains or other demand scenarios; the third line segment number is used to identify the position of fixed signal devices in the line segment. When the second line segment number coincides with the third line segment number, it can indicate that the train is running to the position of a certain signal device at this time. By accurately coding the signal devices, the signal system can quickly find the position of each signal device, which is convenient for maintaining, repairing and troubleshooting the signal devices. When a signal device fails, maintenance personnel can quickly locate the faulty device according to the device number in the data map, reduce the maintenance time, improve the reliability of the signal system, and thus ensure the punctuality of train operation.

[0045] Step S5: Perform four serial number combination encodings on the first line segment number based on the characteristics of the switch position to obtain a switch number representing different position types of switches on the track line, and determine the starting number and ending number of each switch position based on the switch number, where: Based on the pre-switch position or switch point position, positioning position, and reverse position of the switch, respectively use a minus sign connector to combine and encode the first line segment number with the corresponding position number to generate the third line segment number.

[0046] As an implementation manner, as Figure 5 shown, the switch is divided into pre-switch (switch point), switch center, positioning, and reverse. Each switch is represented by a line segment, that is, the number before each switch is the same as the first line segment number of the line segment. For example, the switch located on the 0001 line segment of Line 1 is represented as 010001; in order to represent different directions of the switch, the switch is represented by 3 line segments with the switch center as the boundary. The pre-switch is represented as 010001-1, the positioning is represented as 010001-2, the reverse is represented as 010001-3, the starting point of the pre-switch is 010001-1+0, and the ending point of the pre-switch is 010001-1+10; among them, the starting point of the pre-switch is also the starting point of 010001-2+0 positioning and 010001-3+0 reverse.

[0047] In this embodiment, the combination coding of the first line numbers is carried out according to the characteristics of the switch position, which helps to accurately control the position and state of the switch, ensuring that the train can switch tracks safely and accurately at the switch. Differentiating the numbers of different switch positions helps to improve the maintenance efficiency of the switch. Since the position can be quickly located and managed through the number, the maintenance time can be effectively shortened, the downtime of the track line caused by maintenance work can be reduced, and the overall operation efficiency of rail transit is improved. At the same time, in the monitoring interface or data map of the signal system, the switch position number makes the switch information more intuitive. The operation and maintenance personnel and dispatchers can quickly identify different switch sections through the number and understand their states, which helps to improve the visualization of data and makes the management of the rail transit signal system more convenient.

[0048] Step S6, draw the track data map of the rail transit signal system based on the first line number, the second line number, the third line number and the switch number.

[0049] The method further includes: characterizing the conversion of the train running direction according to the connection mode between the lines; specifically including: when the second line number representing the end point of the first track line is connected to the second line number representing the starting point of the second track line, it indicates that the running direction of the train has not changed; When the second line number representing the end point of the first track line is connected to the second line number representing the end point of the second track line, it indicates that the running direction of the train has changed.

[0050] As an implementation manner, as Figure 6 shown, in this application, each line is restricted to be connected only to the starting point or the end point of the next line; for example, 010001+100 is only allowed to be connected to 010003+0, that is, the starting point position of 010003, or 010003+100, the end point position. When the end point of 010001 is connected to the starting point of 010003, it means that the running direction from 010001 to 010003 is unchanged in the upward direction; when the running direction changes, the end point of 010001 should be connected to the end point of the next line. When the running direction of rail transit changes, 010001+100 should be connected to 01003+100, indicating that the running direction changes from 010001 to 010003. In urban rail transit, there are interfaces between different lines to facilitate the dispatching of vehicles on different lines. For example, when the line of Line 1 is connected to the line of Line 2, the line connection name changes, which allows the signal system to know the current running line number.

[0051] In this embodiment, the track data map generated by combining the numbers of each line segment accurately simulates the running track and direction change of the train. The signal system can perform precise signal control based on this to ensure that the train passes through each track section at the correct time and in the correct direction. For example, when passing through areas prone to safety hazards such as turnouts, controlling the turnout position and signal display according to the connection relationship specified in the map can effectively prevent accidents such as train collisions and derailments, greatly improving the safety of train operation. With the aid of the track data map that clearly presents the train running track, the dispatcher can arrange the train operation plan and dispatching instructions more efficiently, thereby improving the operation efficiency of the entire rail transit network. When a fault occurs in the track line or signal equipment, by checking the connection situation between the line segments and the corresponding numbers, it is possible to more accurately judge the impact of the fault on the train running direction and track, and then carry out targeted maintenance work, shorten the fault repair time, and reduce the impact on the normal operation of the rail transit. In the case of the continuous development and expansion of the rail transit network, such as the construction of new lines and the renovation of existing lines, the method of constructing the track data map based on the line segment numbers and connection rules in this application has good scalability. The newly added line segments can be numbered according to the established rules and connected to other line segments, and can be easily integrated into the existing track data map system. At the same time, the signal system can also quickly adapt to this change and continue to accurately control the train operation, ensuring the stable and efficient operation of the entire rail transit system.

[0052] The above specific implementation manners are the preferred implementation manners of the present invention, and do not limit the specific implementation scope of the present invention. The scope of the present invention includes but is not limited to this specific implementation manner. All equivalent changes made according to the shape, structure, and method of the present invention are within the protection scope of the present invention.

Claims

1. A method for compiling a track data map suitable for a rail transit signal system, characterized in that: The method comprises the following steps: segmenting and marking the track based on the attributes of the urban rail transit line, and obtaining a number of target sections; Divide the track line into line segments corresponding to the target section, and perform a serial number encoding on the line segments to obtain the first line segment number of the track line; Perform secondary serial number combination encoding on the first line segment number and the offset of the target position in the current line segment to obtain a second line segment number at a different position in the same line segment; Performing three-time serial number combination coding based on the first line segment number and the signal device position in the track line to obtain the third line segment number of each signal device in the track line; Based on the turnout position characteristics, the first line segment number is encoded with a serial number combination four times to obtain a turnout number that represents different types of turnout positions on the track line, and the starting number and the end number of each turnout position are determined based on the turnout number; based on the first line segment number, the second line segment number, the third line segment number and the turnout number, a track data map of the rail transit signal system is drawn.

2. The method for compiling a track data map suitable for a rail transit signal system according to claim 1, characterized in that: The track is segmented and marked based on the attributes of the urban rail transit line to obtain several target sections, including: Based on the up and down operation mode of the urban rail transit line, the track is divided into several sections by using axle counting, and each section is sequentially identified by an identifier to obtain several target sections identified by section numbers.

3. The method for compiling a track data map suitable for a rail transit signal system according to claim 2, characterized in that: The step of dividing the track line into line segments corresponding to the target section and performing a sequence number encoding on the line segments comprises: dividing the track line into a plurality of line segments based on the target section, each line segment corresponding to the target section one by one; According to the correspondence between the target segment and the line segment, the line segment sequence number is determined by the segment number; Determine a line type sequence number based on the type of the track line; The line type sequence number and the line segment sequence number are combined and encoded once using a plus sign connector to generate the first line segment number.

4. The method for compiling a track data map suitable for a rail transit signal system according to claim 3, characterized in that: The line segment numbers of the same line are not repeated.

5. The method for compiling a track data map suitable for a rail transit signal system according to claim 3, characterized in that: The step of performing secondary serial number combination encoding on the first line segment number and the offset of the target position in the current line segment to obtain a second line segment number at a different position in the same line segment includes: According to the offset of the target position in the line segment relative to the starting point of the current line segment, the first line segment number of the current line segment is combined with the plus sign connector for secondary combination encoding to generate the number of the target position in the line segment and use it as the second line segment number.

6. The method for compiling a track data map suitable for a rail transit signal system according to claim 3, characterized in that: The line segment also includes a line segment start point and a line segment end point, wherein: The starting point of the line segment is identified by the first line segment number plus 0; The end point of the line segment is identified by the first line segment number plus the line length value.

7. The method for compiling a track data map suitable for a rail transit signal system according to claim 6, characterized in that: When the line segment is compiled, the starting point and the end point of the line segment are encoded according to the upward direction of the track line.

8. The method for compiling a track data map suitable for a rail transit signal system according to claim 1, characterized in that: The step of performing three-time serial number combination encoding based on the first line segment number and the signal device position in the track line to obtain the third line segment number of each signal device in the track line includes: Determining the first line segment number that matches the signal device according to the segment where the signal device is located; According to the distance from the signal device to the starting point of the corresponding line segment, the first line segment number is combined with the plus connector for combined coding to generate the third line segment number representing the specific position of the signal device in the track line.

9. The method for compiling a track data map applicable to a rail transit signal system according to claim 3, characterized in that: The step of performing four-time serial number combination encoding on the first line segment number based on the turnout position characteristic comprises: Based on the turnout front position or turnout tip position, positioning position and reverse position of the turnout, the first line segment number and the corresponding position number are combined and encoded using a minus connector to generate the third line segment number.

10. The method for compiling a track data map applicable to a rail transit signal system according to claim 1, characterized in that: The method further includes: characterizing the conversion of the train running direction according to the connection mode between the line segments; specifically including: When the second line segment number representing the end point of the first track line is connected to the second line segment number representing the start point of the second track line, it represents that the running direction of the train has not changed; When the second line segment number representing the end point of the first track line is connected to the second line segment number representing the end point of the second track line, the running direction of the train is changed.

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