Train protection method and device, electronic equipment, storage medium and computer product

Abstract

The invention relates to the technical field of rail transit, and provides a train protection method and device, electronic equipment, a storage medium and a computer product.The method comprises the steps that after a train-mounted transponder transmission module based on a train activation end obtains transponder data, if it is determined that the train-mounted transponder transmission module of the activation end is not abnormal, the train is protected; acquiring motion state information of the activation end; the activation end is one of the head and tail ends of the train; if it is determined that the motion state information of the activation end is abnormal, obtaining motion state information collected by an opposite end of the activation end; and if the motion state information acquired by the opposite end is not abnormal, determining train envelope information of the train based on the motion state information acquired by the opposite end and transponder data acquired by the vehicle-mounted transponder transmission module based on the activation end. According to the method and the device, the train envelope information can be determined to perform train protection only by transmitting the collected original data between the two ends of the train, so that the interaction redundancy phenomenon is effectively reduced, and the system complexity is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit, and in particular, to a train protection method, device, electronic device, storage medium, and computer product. Background Art

[0002] The Automatic Train Protection (ATP) system is a key technical equipment for ensuring the safe operation of EMUs and improving transportation efficiency. As the safety core of the Automatic Train Control System, it can automatically achieve train spacing and overspeed protection control, and is responsible for the interlocking relationship between the train doors and the platform screen doors, effectively avoiding the danger of human errors caused by misoperations and other accidents. With the development of wireless communication technology, computer, and network technology, the communication-based moving block ATP has become the mainstream choice in current urban rail transit. This system improves the train positioning accuracy through data transmission between on-vehicle equipment and ground equipment, realizes two-way vehicle-to-ground data transmission, and greatly enhances the safety and efficiency of the system.

[0003] In the existing ATP solutions, the front and rear ends of the train respectively use the data obtained by the on-vehicle balise transmission module (BTM), speed sensor, radar, and other equipment at this end to establish positioning, and calculate the train envelope information respectively. Among them, the rear end transmits the train envelope information to the front end, and the front end transmits the route search information, train status information, and fault handling information to the rear end to support the rear end to complete the calculation of the train envelope information. Train protection is carried out based on this information.

[0004] Although the above solution can meet the train protection requirements to a certain extent, during the execution of the ATP main logic layer, due to the need to frequently exchange a large amount of data (such as route search information, train status information, fault handling information) between the front and rear ends of the train, the interaction redundancy phenomenon is serious, which in turn increases the system complexity. Summary of the Invention

[0005] The present application aims to at least solve one of the technical problems existing in the related art. For this purpose, the present application proposes a train protection method, device, electronic device, storage medium, and computer product to solve the problem of serious interaction redundancy in the current train protection solution and achieve a reduction in system complexity.

[0006] The train protection method according to the first aspect embodiment of the present application includes: After obtaining the transponder data through the on-vehicle transponder transmission module based on the train activation end, if it is determined that there is no abnormality in the on-vehicle transponder transmission module at the activation end, obtain the motion state information of the activation end; the activation end is one of the two ends of the train, namely the front end or the rear end. If it is determined that the motion state information of the activation end is abnormal, obtain the motion state information collected by the opposite end of the activation end. If the motion state information collected by the opposite end is not abnormal, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained through the on-vehicle transponder transmission module at the activation end.

[0007] According to an embodiment of the present application, determining the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained through the on-vehicle transponder transmission module at the activation end includes: Perform direction conversion on the motion state information collected by the opposite end to obtain target motion state information. Based on the target motion state information and the transponder data obtained through the on-vehicle transponder transmission module at the activation end, determine the position information of the train. Based on the position information, determine the train envelope information of the train.

[0008] According to an embodiment of the present application, after obtaining the transponder data through the on-vehicle transponder transmission module based on the train activation end, it further includes: If a communication interruption with the on-vehicle transponder transmission module at the activation end is detected, the transponder data obtained through the on-vehicle transponder transmission module at the activation end is abnormal, or a fault message reported by the on-vehicle transponder transmission module at the activation end is detected, it is determined that there is an abnormality in the on-vehicle transponder transmission module at the activation end. If it is detected that there is no communication interruption with the on-vehicle transponder transmission module at the activation end, the transponder data obtained through the on-vehicle transponder transmission module at the activation end is not abnormal, and no fault message reported by the on-vehicle transponder transmission module at the activation end is detected, it is determined that there is no abnormality in the on-vehicle transponder transmission module at the activation end.

[0009] According to an embodiment of the present application, after determining that there is an abnormality in the on-vehicle transponder transmission module at the activation end, it further includes: Determine that there is no abnormality in the on-vehicle transponder transmission module at the opposite end of the activation end, and obtain the transponder data collected by the on-vehicle transponder transmission module at the opposite end of the activation end. Obtain the motion state information of the activation end. If it is determined that the motion state information of the activation end is abnormal, obtain the motion state information collected by the opposite end of the activation end; If the motion state information collected by the opposite end is not abnormal, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data collected by the opposite end based on the on-vehicle transponder transmission module.

[0010] According to an embodiment of the present application, after obtaining the motion state information of the activation end, it further includes: If it is determined that the motion state information of the activation end is not abnormal, determine the train envelope information of the train based on the motion state information of the activation end and the transponder data collected by the opposite end based on the on-vehicle transponder transmission module.

[0011] According to an embodiment of the present application, the motion state information includes the corresponding number of speed information collected by at least two speed sensors and the corresponding number of speed information collected by at least one radar; after obtaining the motion state information of the activation end, it further includes: Based on the corresponding number of speed information collected by each speed sensor and the corresponding number of speed information collected by each radar in the motion state information of the activation end, perform abnormal detection on the motion state information of the activation end.

[0012] The train protection device according to the embodiment of the second aspect of the present application includes: The first acquisition module is used to, after obtaining transponder data based on the on-vehicle transponder transmission module of the train activation end, if it is determined that the on-vehicle transponder transmission module of the activation end is not abnormal, obtain the motion state information of the activation end; the activation end is one of the two ends of the train; The second acquisition module is used to, if it is determined that the motion state information of the activation end is abnormal, obtain the motion state information collected by the opposite end of the activation end; The determination module is used to, if the motion state information collected by the opposite end is not abnormal, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained based on the on-vehicle transponder transmission module of the activation end.

[0013] The electronic device according to the embodiment of the third aspect of the present application includes a memory, a processor, and a computer program stored on the memory and executable on the processor, and when the processor executes the computer program, it implements the train protection method as described in any one of the above.

[0014] A storage medium according to an embodiment of the fourth aspect of the present application, the storage medium is a non-transitory computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the train protection method as described in any one of the above.

[0015] A computer program product according to an embodiment of the fifth aspect of the present application, including a computer program, and when the computer program is executed by a processor, it implements the train protection method as described in any one of the above.

[0016] One or more of the above technical solutions in the embodiments of the present application have at least the following technical effects: After obtaining transponder data based on the on-vehicle transponder transmission module at the train activation end, when there is no abnormality in the on-vehicle transponder transmission module at the activation end, obtain the motion state information of the activation end; and when it is determined that there is an abnormality in the motion state information of the activation end, obtain the motion state information collected by the opposite end of the activation end; furthermore, when there is no abnormality in the motion state information collected by the opposite end, based on the motion state information collected by the opposite end and the transponder data obtained based on the on-vehicle transponder transmission module at the activation end, the train envelope information of the train can be determined, so that train protection can be performed based on the train envelope information. Since only the transmission of the original data collected between the two ends of the train is required to determine the train envelope information for train protection, the interaction redundancy phenomenon can be effectively reduced, and the system complexity can be lowered.

[0017] The additional aspects and advantages of the present application will be partially given in the following description, partially become apparent from the following description, or be understood through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0019] Figure 1 It is a flowchart of the train protection method provided by the embodiments of the present application.

[0020] Figure 2 It is a structural schematic diagram of the electronic device provided by the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The following further describes in detail the embodiments of the present application in conjunction with the drawings. The following embodiments are used to illustrate the present application, but cannot be used to limit the scope of the present application.

[0022] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the embodiments of the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the embodiments of the present application. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0023] In the description of the embodiments of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to specific circumstances.

[0024] In the embodiments of the present application, unless otherwise clearly specified and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "below" and "beneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0025] In the description of this specification, the description referring to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the embodiments of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0026] The present application provides a train protection method, device, electronic device, storage medium, and computer product.

[0027] Figure 1 is a schematic flowchart of the train protection method provided by an embodiment of the present application. As Figure 1 shown, the train protection method includes: Step 110, after obtaining transponder data based on the on-vehicle transponder transmission module at the activation end of the train, if it is determined that there is no abnormality in the on-vehicle transponder transmission module at the activation end, obtain the motion state information of the activation end; the activation end is one of the two ends of the train, namely the head end and the tail end.

[0028] Step 120, if it is determined that there is an abnormality in the motion state information of the activation end, obtain the motion state information collected by the opposite end of the activation end.

[0029] Step 130, if there is no abnormality in the motion state information collected by the opposite end, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained based on the on-vehicle transponder transmission module at the activation end.

[0030] It should be noted that the execution subject of the train protection method provided by the embodiment of the present application can be a computer device. It should be noted that all the data that needs to be obtained in the present application is legally obtained.

[0031] It can be understood that each train can include two ends, namely the head end and the tail end, and the above-mentioned computer devices are respectively arranged at the head end and the tail end. Among them, a Vehicle On-Board Controller (VOBC) can be arranged in each computer device, and through the vehicle on-board controller, the train automatic protection system can be controlled, so as to realize train protection and other functions required by the train.

[0032] A train protection device can be arranged or connected in the computer device of the present application, so that the train protection device can be controlled by the vehicle on-board controller to execute the train protection method of the present application.

[0033] During the operation of the train in the present application, the computer devices at the head end and the tail end can work independently. For example, they can respectively collect the running distance, running speed, and transponder data, and assign the current speed measurement and distance measurement results and the historical transponder data of the nearest 10 cycles to the speed measurement and distance measurement information and positioning information sent to the opposite end.

[0034] It should be noted that passive transponders can be arranged in areas such as platforms, turnback lines, and stop lines in the present application, so as to interact with the on-vehicle transponder transmission modules at the head end and the tail end of the train. Among them, the transponder data interacted between the transponder and the on-vehicle transponder transmission module can include the train operation line and specific position information, etc., or include the transponder number, and the specific position information can be determined through the transponder number.

[0035] Specifically, the BTM may include an antenna installed at the bottom of the train. The antenna activates the transponder on the ground through the principle of electromagnetic induction. When the train is running, the antenna continuously sends electromagnetic energy downward. When passing by the transponder on the ground, the transponder on the ground receives the electromagnetic energy and then sends an electromagnetic signal to the antenna. These signals are received by the antenna of the transponder and transmitted to the BTM. Thus, the BTM can obtain the transponder data by parsing the signals. Among them, the transponder data in this application is only used for positioning and alignment.

[0036] It should be further noted that in this application, when the train is running, generally one end of the head and tail is selected as the activation end (which can also be called the master control end), and while the activation end is working, the opposite end (which can also be called the standby end) is also working.

[0037] Specifically, when the train passes by the transponder, it can obtain the data provided by the transponder through the BTM and determine the position information as the initial position of the train.

[0038] Between two transponders, motion state information such as the running distance information and running speed information determined by the speed sensor and radar can be used to continuously update the real-time position of the train.

[0039] Furthermore, the Kalman filtering algorithm can be used to fuse the initial position provided by the transponder and the newly determined position based on ranging and speed measurement to obtain a more accurate train position.

[0040] When the train passes by the next transponder, it obtains the position information provided by the transponder again to correct the accumulated running distance and eliminate the accumulated error.

[0041] More specifically, for the activation end of the train, the on-vehicle controller can control the train's automatic protection system to communicate with the transponder on the ground through the on-vehicle transponder transmission module set at this end, thereby obtaining the transponder data.

[0042] Furthermore, after the activation end of the train in this application communicates with the transponder on the ground through the on-vehicle transponder transmission module, it can also determine whether the transponder data is invalid by judging whether there is an abnormality in the on-vehicle transponder transmission module.

[0043] If it is determined that there is no abnormality in the on-vehicle transponder transmission module, it can be determined that the transponder data collected based on the on-vehicle transponder transmission module is valid; otherwise, it is determined that the transponder data collected based on the on-vehicle transponder transmission module is invalid.

[0044] Further, if it is determined that the transponder data collected by the in-vehicle transponder transmission module is valid, the motion state information of the local end can be further obtained. Among them, the motion state information in this application may include the running distance information and the running speed information, which can be collected by devices such as speed sensors and radars.

[0045] Further, this application can determine whether there is an abnormality in the motion state information of the local end. If it is determined that there is an abnormality in the motion state information of the local end, the motion state information collected by the opposite end can be obtained. Specifically, the motion state information of the opposite end can be obtained through a general interface.

[0046] Further, it can be determined whether there is an abnormality in the motion state information of the opposite end. If there is no abnormality in the motion state information of the opposite end, the train envelope information of the train can be determined based on the motion state information collected by the opposite end and the transponder data obtained based on the in-vehicle transponder transmission module of the activation end. Furthermore, the train envelope information can be transmitted to the corresponding train protection party for train protection. For example, the train envelope information is transmitted to the train control system on the ground, and the train control system performs train scheduling according to the train envelope to achieve precise parking of the train, thereby ensuring the safety of train operation and passengers.

[0047] If there is also an abnormality in the motion state information collected by the opposite end, an alarm information can be generated to perform corresponding abnormality processing according to the alarm information.

[0048] Through the redundancy of the collected information at both ends, even if the data at one end fails, the data at the other end can still be used for train protection, improving the reliability and safety of the system.

[0049] According to the train protection method of the embodiments of this application, after obtaining the transponder data based on the in-vehicle transponder transmission module of the train activation end, when there is no abnormality in the in-vehicle transponder transmission module of the activation end, the motion state information of the activation end is obtained; and when it is determined that there is an abnormality in the motion state information of the activation end, the motion state information collected by the opposite end of the activation end is obtained; furthermore, when there is no abnormality in the motion state information collected by the opposite end, based on the motion state information collected by the opposite end and the transponder data obtained based on the in-vehicle transponder transmission module of the activation end, the train envelope information of the train can be determined, so that train protection can be performed based on the train envelope information. Since only the transmission of the original data collected between the two ends of the train is required to determine the train envelope information for train protection, the interactive redundancy phenomenon can be effectively reduced and the system complexity can be reduced.

[0050] Based on the above embodiments, determining the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained based on the in-vehicle transponder transmission module of the activation end includes: Perform direction conversion on the motion state information collected by the peer end to obtain the target motion state information; Based on the target motion state information and the transponder data obtained by the on-vehicle transponder transmission module based on the activation end, determine the position information of the train; Determine the train envelope information of the train based on the position information.

[0051] Specifically, when the activation end receives the motion state information such as the motion distance information and motion speed information collected by the peer end, it can check the direction information of the motion state information collected by the peer end. If the direction of the motion state information collected by the peer end is inconsistent with the local direction, perform direction conversion on the motion state information collected by the peer end to adjust the direction of the peer end data to the local direction. This can avoid calculation errors or control failures caused by inconsistent directions and improve the train protection ability.

[0052] For example, if the direction of the motion state information collected by the peer end is reverse and the local direction is forward, convert the direction of the motion state information collected by the peer end to forward.

[0053] After the direction conversion, the present application can also perform time mapping. Specifically, the time information of the peer end data can be adjusted to the local time reference. This ensures that the time stamps of the peer end data are synchronized with the local time and avoids data inconsistencies caused by time differences.

[0054] Furthermore, the real-time position of the train can be continuously updated through the running distance (motion distance information) and motion speed information in the motion state information collected by the peer end.

[0055] Before continuously updating the real-time position of the train through the running distance (motion distance information) and motion speed information in the motion state information collected by the peer end, it is also possible to determine whether the train has wheel spin or slip, because when the train has wheel spin or slip, the data of the speed sensor may be inaccurate. At this time, the speed information of the radar sensor can be used to correct the speed information of the speed sensor to ensure the accuracy of speed measurement and distance measurement. Specifically, the motion speed and motion distance data collected by the radar are directly used as the corrected motion speed and motion distance data.

[0056] Specifically, wheel spin or slip is detected by comparing the data of the speed sensor and the radar sensor. If the difference between the speed data of the speed sensor and the radar sensor exceeds a certain threshold, it is considered that the train has wheel spin or slip.

[0057] Furthermore, the Kalman filter algorithm can be used to fuse the position information in the transponder data and the updated real-time position to obtain more accurate train position information. The specific fusion process can be implemented using traditional technologies and is not limited in the present application.

[0058] Furthermore, the train envelope information can be determined based on the obtained train position information.

[0059] Specifically, the estimated front end and the estimated rear end of the train can be determined based on the obtained train position information in combination with the length of the train.

[0060] Furthermore, based on the estimated front end of the train, the estimated rear end of the train, and the train position error, information such as the maximum safe front end, the minimum safe front end, the maximum safe rear end, and the minimum safe rear end of the train are determined, and the train envelope information including the maximum safe front end of the train, the estimated front end of the train, the minimum safe front end, the maximum safe rear end, the estimated rear end of the train, the minimum safe rear end, etc. is obtained.

[0061] Among them, the train position error includes a positioning correction error and a running distance measurement error: the positioning correction error is the most unfavorable position correction deviation (configurable) introduced by the installation and correction method of positioning correction equipment (such as balises, antennas of BTMs, etc.); the running distance measurement error is the train running distance × the distance measurement error value (±2%) after position calibration.

[0062] In this application, the position information in the balise data and the updated real-time position are fused through the Kalman filter algorithm, and more accurate train position information can be obtained. This helps to improve the positioning accuracy of the train on the track.

[0063] Furthermore, based on the obtained train position information, in combination with the length of the train, information such as the maximum safe front end, the minimum safe front end, the maximum safe rear end, and the minimum safe rear end of the train are determined to form the safety envelope of the train. This information is used to define the precise position and safety boundary of the train on the track to ensure that the train does not collide with other trains or obstacles during operation.

[0064] Through the data interaction and fusion at both ends of this application, the system has higher redundancy. Even if the sensors or devices at one end fail, the data at the other end can be used as a backup to ensure the normal operation of the system. And since only the transmission of the original data collected between the two ends of the train is required to determine the train envelope information for train protection, the interactive redundancy phenomenon can be effectively reduced and the system complexity can be lowered.

[0065] Based on the above embodiments, after obtaining the balise data by the on-vehicle balise transmission module based on the train activation end, it further includes: If it is detected that the communication with the on-vehicle balise transmission module at the activation end is interrupted, the balise data obtained based on the on-vehicle balise transmission module at the activation end is abnormal, or the fault information reported by the on-vehicle balise transmission module at the activation end is detected, it is determined that the on-vehicle balise transmission module at the activation end is abnormal; If it is detected that the communication with the on-vehicle transponder transmission module at the activation end is not interrupted, the transponder data obtained based on the on-vehicle transponder transmission module at the activation end is normal, and no fault information reported by the on-vehicle transponder transmission module at the activation end is detected, it is determined that the on-vehicle transponder transmission module at the activation end is normal.

[0066] Specifically, after the present application obtains transponder data based on the on-vehicle transponder transmission module at the train activation end, it can detect whether there is a communication interruption between the ATP at this end and the on-vehicle transponder transmission module at this end, determine whether the transponder data obtained by the on-vehicle transponder transmission module at this end is normal, and detect whether there is fault information reported by the on-vehicle transponder transmission module at this end.

[0067] Among them, when determining whether the transponder data obtained by the on-vehicle transponder transmission module at this end is normal, it can be achieved by judging whether the serial number of the transponder data obtained by the on-vehicle transponder transmission module at this end deviates too much from the expected serial number of the ATP.

[0068] The fault information reported by the on-vehicle transponder transmission module may include, but is not limited to, power amplifier faults and antenna faults, etc.

[0069] Therefore, if it is detected that the communication with the on-vehicle transponder transmission module at the activation end is interrupted, the transponder data obtained based on the on-vehicle transponder transmission module at the activation end is abnormal, or the fault information reported by the on-vehicle transponder transmission module at the activation end is detected, it is determined that the on-vehicle transponder transmission module at the activation end is abnormal.

[0070] If it is detected that the communication with the on-vehicle transponder transmission module at the activation end is not interrupted, the transponder data obtained based on the on-vehicle transponder transmission module at the activation end is normal, and no fault information reported by the on-vehicle transponder transmission module at the activation end is detected, it is determined that the on-vehicle transponder transmission module at the activation end is normal.

[0071] The present application determines whether the on-vehicle transponder transmission module is abnormal by judging whether there is a communication interruption, data abnormality, or fault information. When it is determined that the on-vehicle transponder transmission module at this end is abnormal, the redundant information of the peer end can be used to determine the train envelope information for train protection, which can reduce the interactive redundancy phenomenon and the system complexity on the basis of ensuring the train protection effect.

[0072] Based on the above embodiments, after determining that the on-vehicle transponder transmission module at the activation end is abnormal, it further includes: Determine that the on-vehicle transponder transmission module at the peer end of the activation end is normal, and obtain the transponder data collected by the on-vehicle transponder transmission module at the peer end of the activation end; Obtain the motion state information of the activation end; If it is determined that the motion state information of the activation end is abnormal, obtain the motion state information collected by the peer end of the activation end; If the motion state information collected by the peer end is not abnormal, determine the train envelope information of the train based on the motion state information collected by the peer end and the transponder data collected by the peer end based on the on-vehicle transponder transmission module.

[0073] Specifically, after determining that the on-vehicle transponder transmission module of the activation end is abnormal, the present application can further determine whether the on-vehicle transponder transmission module of the peer end of the activation end is abnormal.

[0074] When it is determined that the on-vehicle transponder transmission module of the peer end of the activation end is also abnormal, an alarm message can be generated to perform corresponding abnormal processing according to the alarm message.

[0075] When it is determined that the on-vehicle transponder transmission module of the peer end of the activation end is not abnormal, obtain the transponder data collected by the peer end of the activation end based on the on-vehicle transponder transmission module; and obtain the motion state information of the activation end.

[0076] Further, if it is determined that the motion state information of the activation end is abnormal, obtain the motion state information collected by the peer end of the activation end, and determine whether the motion state information collected by the peer end is abnormal.

[0077] If the motion state information collected by the peer end is also abnormal, an alarm message can be generated to perform corresponding abnormal processing according to the alarm message.

[0078] Further, if the motion state information collected by the peer end is not abnormal, determine the train envelope information of the train based on the motion state information collected by the peer end and the transponder data collected by the peer end based on the on-vehicle transponder transmission module.

[0079] Among them, the process of determining whether the motion state information is abnormal and determining the train envelope information based on the motion state information and the transponder data can refer to the corresponding processing process above, and the present application will not elaborate here.

[0080] Through data interaction and fusion at both ends, the system of the present application has higher redundancy. Even if the sensors or devices at one end fail, the data at the other end can be used as a backup to ensure the normal operation of the system. And since only the transmission of the original data collected between the two ends of the train is required to determine the train envelope information for train protection, the interaction redundancy phenomenon can be effectively reduced and the system complexity can be lowered.

[0081] Based on the above embodiments, after obtaining the motion state information of the activation end, it further includes: If it is determined that the motion state information of the activation end is normal, based on the motion state information of the activation end and the transponder data collected by the on-vehicle transponder transmission module at the opposite end, the train envelope information of the train is determined.

[0082] Specifically, after obtaining the motion state information of the activation end and determining whether the motion state information of the activation end is abnormal, if it is determined that the motion state information of the activation end is normal, then based on the motion state information of the activation end and the transponder data collected by the on-vehicle transponder transmission module at the opposite end, the train envelope information of the train can be determined.

[0083] Among them, the process of determining the train envelope information based on the motion state information and the transponder data can refer to the corresponding processing process above, and this application will not elaborate here.

[0084] Through the data interaction and fusion at both ends of the train, the system has higher redundancy. Even if the sensors or devices at one end fail, the data at the other end can be used as a backup to ensure the normal operation of the system. And since only the transmission of the original data collected between the two ends of the train is required to determine the train envelope information for train protection, the interactive redundancy phenomenon can be effectively reduced, and the system complexity can be lowered.

[0085] Based on the above embodiments, after obtaining the motion state information of the activation end, it further includes: Based on the corresponding number of speed information collected by each speed sensor in the motion state information of the activation end and the corresponding number of speed information collected by each radar, perform abnormal detection on the motion state information of the activation end.

[0086] Specifically, the motion state information in this application includes the corresponding number of speed information collected by at least two speed sensors and the corresponding number of speed information collected by at least one radar. For example, this application includes two speed sensors and one radar at each end respectively.

[0087] Therefore, based on the speed information collected by two speed sensors and the speed information collected by one radar, it can be determined whether the motion state information of this end is abnormal.

[0088] Specifically, based on the speed information, it can be determined whether there is a failure in the corresponding device. If there are any two device failures, it can be determined that the speed measurement and distance measurement fail, that is, it is determined that the motion state information is abnormal.

[0089] More specifically, for the speed sensor, it can be determined whether the speed sensor fails by judging whether the difference in the total number of 3-way pulses corresponding to the corresponding speed information is too large, whether the 3-way pulses are all 1, whether the 3-way pulses are all 0, and whether the deviation between the speed measurement or distance measurement results of a single speed sensor and those of the other two devices exceeds a preset deviation threshold.

[0090] For a radar, it can be determined whether the radar has a fault by judging whether there is a communication fault in the radar and whether the deviation between the speed information collected by the radar and the speed information collected by two speed sensors exceeds a preset deviation threshold.

[0091] By performing anomaly detection on the motion state information, when it is determined that the motion state information of the local end is abnormal, the redundant information of the opposite end can be used to determine the train envelope information for train protection, which can reduce the interactive redundancy phenomenon and the system complexity on the basis of ensuring the train protection effect.

[0092] The train protection device provided by the present application will be described below. The train protection device described below can be mutually referred to the train protection method described above.

[0093] Furthermore, the present application also provides a train protection device.

[0094] The train protection device includes: A first acquisition module, configured to, after acquiring transponder data based on the on-vehicle transponder transmission module of the train activation end, if it is determined that there is no abnormality in the on-vehicle transponder transmission module of the activation end, acquire the motion state information of the activation end; the activation end is one of the two ends of the train. A second acquisition module, configured to, if it is determined that the motion state information of the activation end is abnormal, acquire the motion state information collected by the opposite end of the activation end. A determination module, configured to, if the motion state information collected by the opposite end is not abnormal, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data acquired based on the on-vehicle transponder transmission module of the activation end.

[0095] For the train protection device of the present application, after acquiring transponder data based on the on-vehicle transponder transmission module of the train activation end, when there is no abnormality in the on-vehicle transponder transmission module of the activation end, the motion state information of the activation end is acquired; and when it is determined that the motion state information of the activation end is abnormal, the motion state information collected by the opposite end of the activation end is acquired; furthermore, when the motion state information collected by the opposite end is not abnormal, the train envelope information of the train can be determined based on the motion state information collected by the opposite end and the transponder data acquired based on the on-vehicle transponder transmission module of the activation end, so that train protection can be performed based on the train envelope information. Since only the transmission of the original data collected between the two ends of the train is required to determine the train envelope information for train protection, the interactive redundancy phenomenon can be effectively reduced and the system complexity can be lowered.

[0096] In one embodiment, the first acquisition module is further configured to: If a communication interruption is detected with the in-vehicle transponder transmission module at the activation end, if there are abnormalities in the transponder data obtained based on the in-vehicle transponder transmission module at the activation end, or if fault information reported by the in-vehicle transponder transmission module at the activation end is detected, it is determined that there is an abnormality in the in-vehicle transponder transmission module at the activation end; If it is detected that the communication with the in-vehicle transponder transmission module at the activation end is not interrupted, if there are no abnormalities in the transponder data obtained based on the in-vehicle transponder transmission module at the activation end, and if no fault information reported by the in-vehicle transponder transmission module at the activation end is detected, it is determined that there is no abnormality in the in-vehicle transponder transmission module at the activation end.

[0097] In one embodiment, the first acquisition module is further configured to: Determine that there is no abnormality in the in-vehicle transponder transmission module at the opposite end of the activation end, and obtain the transponder data collected by the in-vehicle transponder transmission module at the opposite end of the activation end; Obtain the motion state information of the activation end; If it is determined that there is an abnormality in the motion state information of the activation end, obtain the motion state information collected by the opposite end of the activation end; If there is no abnormality in the motion state information collected by the opposite end, based on the motion state information collected by the opposite end and the transponder data collected by the in-vehicle transponder transmission module at the opposite end, determine the train envelope information of the train.

[0098] In one embodiment, the first acquisition module is further configured to: If it is determined that there is no abnormality in the motion state information of the activation end, based on the motion state information of the activation end and the transponder data collected by the in-vehicle transponder transmission module at the opposite end, determine the train envelope information of the train.

[0099] In one embodiment, the first acquisition module is further configured to: Based on the corresponding number of speed information collected by each speed sensor in the motion state information of the activation end and the corresponding number of speed information collected by each radar, perform abnormality detection on the motion state information of the activation end.

[0100] In one embodiment, the determination module is specifically configured to: Perform direction conversion on the motion state information collected by the opposite end to obtain target motion state information; Based on the target motion state information and the transponder data obtained based on the in-vehicle transponder transmission module at the activation end, determine the position information of the train; Based on the position information, determine the train envelope information of the train.

[0101] Figure 2Illustrates a schematic diagram of the physical structure of an electronic device, as follows Figure 2 As shown, the electronic device may include: a processor 210, a communications interface 220, a memory 230, and a communication bus 240. Among them, the processor 210, the communications interface 220, and the memory 230 complete mutual communication through the communication bus 240. The processor 210 may call the logical instructions in the memory 230 to execute the following method: after obtaining transponder data based on the on-vehicle transponder transmission module at the train activation end, if it is determined that there is no abnormality in the on-vehicle transponder transmission module at the activation end, obtain the motion state information of the activation end; the activation end is one of the two ends of the train; If it is determined that there is an abnormality in the motion state information of the activation end, obtain the motion state information collected by the opposite end of the activation end; If there is no abnormality in the motion state information collected by the opposite end, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained based on the on-vehicle transponder transmission module at the activation end.

[0102] In addition, when the logical instructions in the above-mentioned memory 230 are implemented in the form of a software functional unit and sold or used as an independent product, they can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the related technology, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs that can store program codes.

[0103] On the other hand, the embodiments of the present application also provide a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it is implemented to execute the methods provided in the above-mentioned embodiments. For example, it includes: after obtaining transponder data based on the on-vehicle transponder transmission module at the train activation end, if it is determined that there is no abnormality in the on-vehicle transponder transmission module at the activation end, obtain the motion state information of the activation end; the activation end is one of the two ends of the train; If it is determined that there is an abnormality in the motion state information of the activation end, obtain the motion state information collected by the opposite end of the activation end; If the motion state information collected by the peer end is normal, based on the motion state information collected by the peer end and the transponder data obtained from the on-vehicle transponder transmission module of the activation end, determine the train envelope information of the train.

[0104] In another aspect, an embodiment of the present application further provides a computer program product, on which a computer program is stored. When the computer program is executed by a processor, it is configured to execute the methods provided in the above embodiments. For example, it includes: after obtaining transponder data based on the on-vehicle transponder transmission module of the train activation end, if it is determined that the on-vehicle transponder transmission module of the activation end is normal, obtain the motion state information of the activation end; the activation end is one of the two ends of the train; If it is determined that the motion state information of the activation end is abnormal, obtain the motion state information collected by the peer end of the activation end; If the motion state information collected by the peer end is normal, based on the motion state information collected by the peer end and the transponder data obtained from the on-vehicle transponder transmission module of the activation end, determine the train envelope information of the train.

[0105] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative efforts.

[0106] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solution in essence or the part that contributes to the related technology can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0107] Finally, it should be noted that the above embodiments are only used to illustrate the present application, rather than to limit the present application. Although the present application has been described in detail with reference to the embodiments, those of ordinary skill in the art should understand that various combinations, modifications, or equivalent replacements of the technical solutions of the present application do not depart from the spirit and scope of the technical solutions of the present application.

Claims

1. A train protection method, characterized in that, Including: After obtaining transponder data by the on-vehicle transponder transmission module based on the train activation end, if it is determined that there is no abnormality in the on-vehicle transponder transmission module of the activation end, obtain the motion state information of the activation end; the activation end is one of the two ends of the train. If it is determined that the motion state information of the activation end is abnormal, obtain the motion state information collected by the opposite end of the activation end. If the motion state information collected by the opposite end is not abnormal, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained by the on-vehicle transponder transmission module based on the activation end.

2. The train protection method according to claim 1, characterized in that, The determining the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained by the on-vehicle transponder transmission module based on the activation end includes: Perform direction conversion on the motion state information collected by the opposite end to obtain target motion state information. Determine the position information of the train based on the target motion state information and the transponder data obtained by the on-vehicle transponder transmission module based on the activation end. Determine the train envelope information of the train based on the position information.

3. The train protection method according to claim 1, characterized in that After obtaining transponder data by the on-vehicle transponder transmission module based on the train activation end, it further includes: If it is detected that the communication with the on-vehicle transponder transmission module of the activation end is interrupted, the transponder data obtained by the on-vehicle transponder transmission module based on the activation end is abnormal, or the fault information reported by the on-vehicle transponder transmission module of the activation end is detected, determine that there is an abnormality in the on-vehicle transponder transmission module of the activation end. If it is detected that the communication with the on-vehicle transponder transmission module of the activation end is not interrupted, the transponder data obtained by the on-vehicle transponder transmission module based on the activation end is not abnormal, and the fault information reported by the on-vehicle transponder transmission module of the activation end is not detected, determine that there is no abnormality in the on-vehicle transponder transmission module of the activation end.

4. The train protection method according to claim 3, characterized in that, After determining that there is an abnormality in the on-vehicle transponder transmission module of the activation end, it further includes: Determine that there is no abnormality in the on-vehicle transponder transmission module of the opposite end of the activation end, and obtain the transponder data collected by the opposite end of the activation end based on the on-vehicle transponder transmission module. Obtain the motion state information of the activation end. If it is determined that the motion state information of the activation end is abnormal, obtain the motion state information collected by the opposite end of the activation end. If the motion state information collected by the opposite end is not abnormal, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data collected by the opposite end based on the on-vehicle transponder transmission module.

5. The train protection method according to claim 4, characterized in that, After obtaining the motion state information of the activation end, it further includes: If it is determined that the motion state information of the activation end is not abnormal, determine the train envelope information of the train based on the motion state information of the activation end and the transponder data collected by the opposite end based on the on-vehicle transponder transmission module.

6. The train protection method according to claim 4, characterized in that, The motion state information includes the corresponding number of speed information collected by at least two speed sensors and the corresponding number of speed information collected by at least one radar. After obtaining the motion state information of the activation end, it further includes: Based on the corresponding quantity of speed information collected by each speed sensor and the corresponding quantity of speed information collected by each radar in the motion state information of the activation end, perform anomaly detection on the motion state information of the activation end.

7. A train protection device, characterized in that, It includes: A first acquisition module, configured to, after obtaining transponder data based on the on-vehicle transponder transmission module of the train activation end, if it is determined that there is no anomaly in the on-vehicle transponder transmission module of the activation end, acquire the motion state information of the activation end; the activation end is one of the two ends of the train; A second acquisition module, configured to, if it is determined that there is an anomaly in the motion state information of the activation end, acquire the motion state information collected by the opposite end of the activation end; A determination module, configured to, if there is no anomaly in the motion state information collected by the opposite end, determine the train envelope information of the train based on the motion state information collected by the opposite end and the transponder data obtained based on the on-vehicle transponder transmission module of the activation end.

8. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the train protection method according to any one of claims 1-6.

9. A storage medium, the storage medium being a non-transitory computer-readable storage medium, on which a computer program is stored, characterized in that, When the computer program is executed by the processor, it implements the train protection method according to any one of claims 1-6.

10. A computer program product comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train protection method according to any one of claims 1-6.

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