Train positioning system and method

Abstract

The present specification provides a train positioning system and method, the train positioning system comprising: a train protection end mounted to a target train and an interlock associated with the target train; the train protection end is used for determining interlocking associated with the target train based on the initial position of the target train under the condition that the target train meets the positioning condition, and establishing a transmission link with the interlocking; the train attribute information of the target train is sent to the interlock through the transmission link; the interlock is used for determining turnout information associated with the target train based on the train attribute information and sending the turnout information to the train protection end through the transmission link; and the train protection end is used for calculating the target position of the target train based on the turnout information. On the premise of not influencing the interconnection and intercommunication functions, through establishing a transmission link with the interlock, train positioning is carried out according to turnout information when the target train passes through the turnout, and the reliability and safety of train operation are improved.

Description

Technical Field

[0001] This specification relates to the technical field of rail transit, and particularly to a train positioning system and method. Background Art

[0002] With the development of rail transit technology, rail transit has achieved interconnection and interoperability, that is, trains can directly run on interconnected lines, realizing direct through operation between different lines. This concept not only reduces the waiting time for passengers to transfer, but also meets the diverse travel needs of passengers.

[0003] In the prior art, during the operation of a train, if a moving authorization cannot be received, the problem of train position loss will occur. After the train position is lost, the running speed will be restricted. To re-obtain the position of the train, it is necessary to wait until the train re-passes over two balises to achieve train positioning. This positioning method is inefficient and requires a long time to position the train. Therefore, there is an urgent need for a more effective train positioning system to solve the above problems. Summary of the Invention

[0004] In view of this, an embodiment of this specification provides a train positioning system. This specification also relates to a train positioning method, a train positioning device, a computing device, a computer-readable storage medium, and a computer program product to solve the above problems existing in the prior art.

[0005] According to the first aspect of the embodiments of this specification, a train positioning system is provided, including a train protection end installed on a target train and an interlocking associated with the target train; The train protection end is configured to, when the target train meets the positioning condition, determine the interlocking associated with the target train based on the initial position of the target train, and establish a transmission link with the interlocking; send the train attribute information of the target train to the interlocking through the transmission link; The interlocking is configured to determine the turnout information associated with the target train based on the train attribute information, and send the turnout information to the train protection end through the transmission link; The train protection end is configured to calculate the target position of the target train based on the turnout information.

[0006] Optionally, the train protection end is configured to, when the target train runs in a speed-limited operation mode to a turnout section within an axle counter section and does not receive a moving authorization, determine that the target train meets the positioning condition, and determine the initial position of the target train based on an electronic map.

[0007] Optionally, the train protection end is configured to determine that the target train meets the positioning condition when the target train runs in a speed-limited operation mode to a turnout section within an axle counting section, and the target train approaches a target turnout point in the turnout section and the target train does not receive a movement authorization, and determine the initial position of the target train based on the electronic map.

[0008] Optionally, the train protection end is configured to determine that the target train meets the positioning condition when the target train downgrades from the automatic operation mode to the non-automatic operation mode and the target train is located at a turnout point, and determine the initial position of the target train in the automatic operation mode based on the electronic map.

[0009] Optionally, the train protection end is configured to determine the interlocking area where the initial position is located based on the initial position of the target train, and determine the interlocking in the interlocking area.

[0010] Optionally, the train protection end is configured to determine interface information, byte information, and supplementary information, and establish the transmission link with the interlocking based on the interface information, the byte information, and the supplementary information.

[0011] Optionally, the train protection end is configured to determine the running direction of the target train, use the running direction and the initial position as the train attribute information, and send the train attribute information to the interlocking through the transmission link.

[0012] Optionally, the train protection end is further configured to calculate the target position of the target train based on the authorized turnout information included in the movement authorization when receiving the movement authorization.

[0013] Optionally, the train protection end is further configured to determine that the position of the target train is lost when the target train runs to a path turnout point, the communication with the interlocking fails, and no path movement authorization is received.

[0014] According to a second aspect of the embodiments of the present specification, a train positioning method is provided, including: When the train protection end installed on the target train meets the positioning condition, determining the interlocking associated with the target train based on the initial position of the target train, and establishing a transmission link with the interlocking; sending the train attribute information of the target train to the interlocking through the transmission link; The interlocking determines the turnout information associated with the target train based on the train attribute information, and sends the turnout information to the train protection end through the transmission link; The train protection end calculates the target position of the target train based on the turnout information.

[0015] According to a third aspect of the embodiments of the present specification, a train positioning device is provided, including: A determination module, configured to be installed at the train protection end of the target train. When the target train meets the positioning conditions, based on the initial position of the target train, determine the interlocking associated with the target train, and establish a transmission link with the interlocking; send the train attribute information of the target train to the interlocking through the transmission link; A sending module, configured to the interlocking determines the turnout information associated with the target train based on the train attribute information, and sends the turnout information to the train protection end through the transmission link; A calculation module, configured to the train protection end calculates the target position of the target train based on the turnout information.

[0016] According to a fourth aspect of the embodiments of the present specification, a computing device is provided, including a memory, a processor, and a computer program or instruction stored on the memory and executable on the processor. When the processor executes the computer program or instruction, the steps of the train positioning method are implemented.

[0017] According to a fifth aspect of the embodiments of the present specification, a computer-readable storage medium is provided, which stores a computer program or instruction. When the computer program or instruction is executed by a processor, the steps of the train positioning method are implemented.

[0018] According to a sixth aspect of the embodiments of the present specification, a computer program product is provided, including a computer program or instruction. When the computer program or instruction is executed by a processor, the steps of the above train positioning method are implemented.

[0019] A train positioning system provided by an embodiment of this specification includes: a train protection end installed on a target train and an interlocking related to the target train. The train protection end is used to detect the target train. When it detects that the target train meets the positioning conditions, it indicates that the target train cannot obtain a movement authorization and train positioning needs to be performed on the target train. Based on the initial position of the target train, determine the interlocking related to the target train and establish a transmission link with the interlocking. Send the train attribute information of the target train to the interlocking through the transmission link. The interlocking will determine the turnout information related to the target train based on the train attribute information and send the turnout information to the train protection end through the transmission link. The train protection end can then calculate the target position of the target train based on the turnout information, avoiding the loss of the train position. Without affecting the interoperability function, by establishing a transmission link with the interlocking, train positioning can be achieved according to the turnout information when the target train passes through a turnout, improving the efficiency of train positioning, reducing the waiting time for train positioning, and also improving the reliability and safety of train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is an architecture diagram of a train positioning system provided by an embodiment of this specification; Figure 2 is a schematic structural diagram of a train positioning system provided by an embodiment of this specification; Figure 3 is a data flow diagram of a train positioning system provided by an embodiment of this specification; Figure 4 is a schematic diagram of positioning conditions of a train positioning system provided by an embodiment of this specification; Figure 5 is a train running schematic diagram of a train positioning system provided by an embodiment of this specification; Figure 6 is a processing flowchart of a train positioning method applied to rail transit provided by an embodiment of this specification; Figure 7 is a flowchart of a train positioning method provided by an embodiment of this specification; Figure 8 is a schematic structural diagram of a train positioning device provided by an embodiment of this specification; Figure 9 is a structural block diagram of a computing device provided by an embodiment of this specification. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] In the following description, numerous specific details are set forth in order to provide a thorough understanding of this specification. However, this specification can be implemented in many other ways different from those described herein, and those skilled in the art can make similar generalizations without departing from the spirit of this specification. Therefore, this specification is not limited by the specific implementations disclosed below.

[0022] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a", "the", and "said" used in one or more embodiments of this specification and the appended claims are also intended to include the plural forms unless the context clearly dictates otherwise. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0023] It should be understood that although the terms first, second, etc. may be used in one or more embodiments of this specification to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of one or more embodiments of this specification, the first may also be referred to as the second, and similarly, the second may also be referred to as the first. Depending on the context, the word "if" as used herein can be interpreted as "when" or "while" or "in response to determining".

[0024] First, the noun terms related to one or more embodiments of this specification are explained.

[0025] CBTC: Communication Based Train Control, which uses a communication medium to achieve two-way communication between trains and ground equipment and replaces track circuits to achieve train operation control. CBTC can achieve two-way communication between trains and the ground, has a large amount of transmitted information, a fast transmission speed, reduces cable laying and maintenance work, and is widely applied to newly built subway train systems.

[0026] MA: Movement Authority, the permission for a train to enter and travel within a specific area along a given travel direction. The movement authority should consider various hazard point information ahead of the train's operation, ensure that the normal movement of the train within the authorized range is not restricted, and the end of the movement authority should not cross the hazard point.

[0027] LC: Line Controller. The LC system is mainly responsible for calculating the Movement Authority (MA) for the communication trains within its control range based on the position information reported by the communication trains, the routes arranged by the interlocking, and the track occupancy / vacancy information provided by the trackside equipment, and ensuring the safe operation of the communication trains within its control area. ATP: Automatic Train Protection. ATP is an on-board subsystem that directly ensures the safety of trains and realizes all-round protection of train safety. ATP will be installed at the front and rear of each train, achieve autonomous positioning through speed sensors, speed measurement radars and odometers, correct the position and speed information of the train with balises, obtain the Movement Authority (MA) of the train through wireless communication (or variable data balises), calculate and generate the control speed curve of the train, and protect the position and speed of the train to ensure the safety of train operation.

[0028] RM mode: Restricted Manual Driving Mode (Manual Driving Mode with ATP Speed Limit). It is a restricted manual operation mode. In this mode, the train is driven by the driver, but the running speed is limited to no more than 25 km / h. If the speed exceeds this limit, the train will perform an emergency brake and stop.

[0029] CTC level: The ATP application software obtains the Movement Authority of the LC through wireless communication and controls the train operation.

[0030] ILC level: The driver drives the train according to the signal lights.

[0031] Axle counter section: Generally, track circuits are no longer set on the main line of urban rail transit. Instead, axle counters are used to complete the inspection of train section occupancy. The track is divided into logically insulated sections by axle counters, which are called axle counter sections.

[0032] CI: Computer Interlocking. It uses a computer to perform logical operations on the operation commands of station operators and the information of on-site indications, so as to realize the centralized control of signal lights, switches, etc., and make it a station interlocking device that restricts each other, that is, microcomputer centralized interlocking.

[0033] Interconnection means that the same train can cross from one line to another without stopping and without changing the driving mode, enabling passengers to reach their destinations without having to get off and transfer. The realization of this technology not only enhances the convenience of rail transit but also demonstrates the city's leading position in the field of rail transit. To achieve interconnection, an intuitive approach is for the product to be designed and implemented in accordance with the industry's interconnection standard documents. For example, the interface documents between each system are unified. If a certain manufacturer needs to add unique functions, it needs to customize information in the "manufacturer-defined frame" in the interface document to implement the unique functions of each manufacturer. Each manufacturer customizes separately, and when the system receives a manufacturer-defined frame from a non-native manufacturer, it can choose not to process it. The sender can only send when it determines that the receiver belongs to the same manufacturer as itself.

[0034] Figure 1 is an architecture diagram of a train positioning system provided by an embodiment of the present application, as Figure 1 shown, the train positioning system includes: a train protection end installed on the target train and an interlocking (CI) associated with the target train. The train protection end detects the target train. When it detects that the target train meets the positioning conditions, it indicates that the target train cannot obtain a movement authorization and needs to perform train positioning on the target train. Based on the initial position of the target train, the interlocking associated with the target train is determined, and a transmission link is established with the interlocking. The train attribute information of the target train is sent to the interlocking through the transmission link. The interlocking will determine the turnout information associated with the target train based on the train attribute information and send the turnout information to the train protection end through the transmission link. The train protection end can then calculate the target position of the target train based on the turnout information to avoid the loss of the train's position.

[0035] On the premise of not affecting the interconnection function, by establishing a transmission link with the interlocking, train positioning is performed according to the turnout information when the target train passes through the turnout, improving the efficiency of train positioning, reducing the waiting time for train positioning, and at the same time enhancing the reliability and safety of train operation. Based on the industry standard of CBTC interconnection, on the premise of not affecting the CBTC interconnection function, by customizing information in the "manufacturer-defined frame", the train positioning system establishes a transmission link with the interlocking to implement the unique functions of the manufacturer, improving the usability, reliability, and safety of the system.

[0036] In this specification, a train positioning system is provided. This specification also relates to a train positioning method, a train positioning device, a computing device, a computer-readable storage medium, and a computer program product, which will be described in detail one by one in the following embodiments.

[0037] See Figure 2 , Figure 2The figure shows a schematic structural diagram of a train positioning system provided according to an embodiment of this specification. The train positioning system 200 includes a train protection end 210 installed on a target train and an interlocking 220 associated with the target train; the train protection end 210 is configured to, when the target train meets the positioning condition, determine the interlocking 220 associated with the target train based on the initial position of the target train, and establish a transmission link with the interlocking 220; send the train attribute information of the target train to the interlocking 220 through the transmission link; the interlocking 220 is configured to determine the turnout information associated with the target train based on the train attribute information, and send the turnout information to the train protection end 210 through the transmission link; the train protection end 210 is configured to calculate the target position of the target train based on the turnout information.

[0038] Specifically, the target train can be a train running on a track, that is, a subway, a high-speed train, or an urban rail bus. The target train needs to run along the laid track line. The train protection end refers to the Automatic Train Protection (ATP), which is an on-vehicle subsystem that directly ensures the safety of the train and realizes all-round protection of the train safety. The ATP will be installed at the front and rear of each train, and realizes autonomous positioning through speed sensors, speed measuring radars, and odometers, and corrects the position and speed information of the train with a transponder, obtains the Movement Authority (MA) of the train through wireless communication (or variable data transponder), calculates and generates the control speed curve of the train, and protects the position and speed of the train to ensure the safety of train operation. The interlocking refers to a computer interlocking, which uses a computer to perform logical operations on the operation commands of station operators and the information of on-site indications, so as to realize centralized control of signal lamps, turnouts, etc., and make them reach a mutually restrictive station interlocking device, that is, a microcomputer centralized interlocking.

[0039] The positioning condition refers to the condition for determining the position of the target train. When the target train meets the positioning condition, it means that the target train cannot perform autonomous positioning and needs to establish a transmission link with the interlocking to achieve train positioning. Whether the target train meets the positioning condition needs to be determined according to the running state and data transmission state of the target train. The initial position of the target train refers to the train position information determined before the target train can no longer perform autonomous positioning. The transmission link between the train protection end and the interlocking is established by defining a "manufacturer-defined frame". The train attribute information of the target train includes, but is not limited to, the train identification information, the initial position, and the running direction of the target train. The turnout information refers to the turnout state of the turnout point before the target train in the running direction of the target train. The turnout point includes at least two tracks with different turning directions. The turnout information indicates the turning information of the train when the target train passes through the turnout point, that is, which running track to turn to. The target position of the target train refers to the position information when the target train passes through the turnout point in the running direction.

[0040] Based on this, the train positioning system 200 includes a train protection end 210 installed on the target train and an interlocking 220 associated with the target train. The train protection end is installed at the head and tail of the target train and is used to determine the interlocking associated with the target train based on the initial position of the target train when the target train meets the positioning conditions. The interlocking associated with the target train can be determined according to the interlocking area where the target train is currently located. The train protection end establishes a transmission link with the interlocking by defining a "manufacturer-defined frame". The train attribute information of the target train is sent to the interlocking through the transmission link. When the interlocking receives the train attribute information of the target train, it calculates the number and status of the turnouts included in the two open routes in front of the position of the target train through an electronic map, takes the number and status of the turnouts as the turnout information associated with the target train, and sends the turnout information to the train protection end through the transmission link. After receiving the turnout information, the train protection end can calculate the target position of the target train based on the turnout information.

[0041] In practical applications, during the operation of the target train, the data flow of the turnout position is as Figure 3 shown. The train positioning system includes an interlocking, trackside equipment, a line controller, and a target train. The trackside equipment detects trackside states such as turnouts and sends them to the interlocking. The interlocking reports trackside states such as turnouts to the line controller. The target train sends information such as its position to the line controller and receives a movement authorization (including trackside states such as turnouts) from the line controller. When the target train cannot receive the movement authorization from the line controller, it can establish a transmission link with the interlocking. The target train sends its position and direction to the interlocking based on the "manufacturer-defined frame" and receives the turnout states in the current and two forward routes of the train feedback by the interlocking based on the "manufacturer-defined frame". Based on the industry standard of CBTC interoperability, without affecting the CBTC interoperability function, by customizing information in the "manufacturer-defined frame", the unique functions of the manufacturer can be realized, improving the usability, reliability, and safety of the system.

[0042] For example, during the operation of the target train, if the target train cannot achieve positioning independently, it is necessary to determine the interlocking area where the target train is located based on the initial position determined before the target train cannot achieve positioning independently, determine the interlockings included in the interlocking area, and the train protection end installed on the target train establishes a transmission link with the interlocking through the defined "manufacturer-defined frame". The initial position and running direction of the target train are sent to the interlocking through the transmission link. The interlocking determines the number and status of the turnouts at the turnout point in front of the target train based on the initial position and running direction of the target train, and takes the number and status of the turnouts at the turnout point in front of the target train as the turnout information and sends it to the train protection end. The train protection end can calculate the target position of the target train when passing through the turnout point based on the turnout information, realizing the auxiliary positioning of the target train.

[0043] In summary, the interlocking determines the switch information associated with the target train based on the train attribute information, and sends the switch information to the train protection end through the transmission link. The train protection end can then calculate the target position of the target train based on the switch information to avoid the loss of the train position. Without affecting the interoperability function, by establishing a transmission link with the interlocking, train positioning is achieved according to the switch information when the target train passes through the switch, improving the efficiency of train positioning, reducing the waiting time for train positioning, and also enhancing the reliability and safety of train operation.

[0044] Furthermore, during the operation of the target train, it can perform autonomous train positioning. However, when the target train meets the positioning conditions, it means that the target train cannot perform autonomous positioning and needs to rely on the interlocking 220 to complete the positioning of the target train. Specifically, in implementation, the train protection end 210 is used to determine that the target train meets the positioning conditions and determine the initial position of the target train based on the electronic map when the target train runs in the speed-limited operation mode to the switch section within the axle counting section and does not receive a movement authorization.

[0045] Specifically, the speed-limited operation mode refers to the RM operation mode of the target train. The speed-limited operation mode can be understood as a restricted manual driving mode (a manual driving mode with ATP limiting the permitted speed), which is a constrained manual operation mode. In this mode, the train is driven by the driver, but the running speed is limited to no more than 25 km / h. If the speed exceeds this value, the train will perform an emergency brake and stop. The axle counting section refers to the axle counting section where the body of the target train is located. The switch section refers to the section where the target switch point is located. The switch section can be the section in front of the target train when the distance from the head of the target train to the end of the axle counting section is less than the minimum vehicle length. The electronic map refers to the train operation map referenced when the target train runs.

[0046] Based on this, when the target train runs in the speed-limited operation mode to the switch section within the axle counting section and does not receive a movement authorization, it means that the target train has completed the initial positioning and obtained the initial position, but has not been upgraded to the automatic operation mode. The target train running in the speed-limited operation mode to the switch section within the axle counting section means that the distance from the head of the target train to the end of the axle counting section is less than the minimum vehicle length, and there is a switch section in front of the target train. The target train is about to drive to the target switch point in the switch section. Since it does not receive a movement authorization from the line controller and cannot perform positioning on the target train, the train protection end determines that the target train meets the positioning conditions and determines the initial position of the target train based on the electronic map.

[0047] Continuing with the above example, when the target train is operating in the RM mode, the target train has completed the initial positioning and obtained the initial position, but has not yet been upgraded to the CTC mode, that is, the automatic operation mode. The ATP (train protection end) queries the electronic map data, such as Figure 4 As shown in (a) of Figure 4 , there is no turnout in the axle counter section where the body of the target train is located, and this axle counter will not affect the train position calculation. The train continues to move forward and continues to wait for the MA; as Figure 4 As shown in (b) of Figure 4 , when the distance from the front of the train to the end of the axle counter is less than the minimum train length (configurable) and there is a turnout in the front section, if the MA from the LC has still not been received, it is determined that the target train meets the positioning conditions, and the initial position determined when the target train performed the initial positioning is recorded. As Figure 4 As shown in (c) of Figure 4 , after the target train obtains the initial position through the initial positioning and has not received the MA, and there is a turnout in the forward direction of this axle counter section, a request for the turnout position is sent to the interlocking. When the distance from the front of the train to the end of the axle counter is less than the minimum train length (configurable) and there is no turnout in the front section, the turnout status is no longer applied to the interlocking, and the train continues to wait for the MA from the LC until it waits for the MA and then upgrades normally.

[0048] In summary, when the target train is operating in the speed-limited operation mode to the turnout section within the axle counter section and has not received the movement authorization, it is determined that the target train meets the positioning conditions, and the initial position can be saved for subsequent positioning of the target train.

[0049] Furthermore, when the target train is unable to perform autonomous positioning, it is also necessary to determine the relationship between the target train and the target turnout point in the turnout section to determine whether the target train meets the positioning conditions. Specifically, in the implementation, the train protection end 210 is used to determine that the target train meets the positioning conditions when the target train is operating in the speed-limited operation mode to the turnout section within the axle counter section, the target train approaches the target turnout point in the turnout section, and the target train has not received the movement authorization, and determine the initial position of the target train based on the electronic map.

[0050] Specifically, the target turnout point is the turnout point included in the turnout section, and there are at least two diverging tracks at the target turnout point.

[0051] Based on this, when the target train runs in the speed-limited operation mode to the turnout section within the axle counter section and does not receive a movement authority, it indicates that the target train has completed the initial positioning and obtained the initial position, but has not been upgraded to the automatic operation mode yet. When the target train runs in the speed-limited operation mode to the turnout section within the axle counter section and it is determined that the target train is approaching the target turnout point in the turnout section, it means that the target train can reach the target turnout point by continuing to run. If the target train has not received a movement authority at this time, it means that the target train cannot perform positioning. When it is determined that the target train meets the positioning conditions, the initial position of the target train is determined based on the electronic map. This is to facilitate the establishment of a transmission link with the interlocking to assist in positioning the target train.

[0052] Continuing with the above example, when the target train running in the RM mode has completed the initial positioning but has not been upgraded to the CTC level yet, the ATP queries the electronic map data. If there is a turnout in the axle counter section where the train body is located (the train must not have pressed on the turnout yet, as the train cannot complete the initial positioning when pressing on the turnout), the ATP determines whether it is approaching or moving away from the turnout point based on the running direction. If it is moving away, the turnout is not processed; if the train is approaching the turnout point, if it receives the MA, it is normally upgraded, otherwise the train calculates the affiliated interlocking area based on the current position and establishes a transmission link with the interlocking in that interlocking area.

[0053] In summary, when the target train runs in the speed-limited operation mode to the turnout section within the axle counter section, and the target train is approaching the target turnout point in the turnout section and the target train has not received a movement authority, it is determined that the target train meets the positioning conditions, and the initial position can be saved to facilitate subsequent positioning of the target train. The distance relationship between the target turnout point and the running target train is used as a reference factor for judging the positioning conditions, improving the accuracy of positioning the target train.

[0054] Furthermore, during the operation of the target train, it can perform train positioning independently. However, when the operation model of the target train degrades and meets the positioning conditions, it means that the target train cannot perform independent positioning and needs to rely on the interlocking 220 to complete the positioning of the target train. Specifically, during implementation, the train protection end 210 is used to determine that the target train meets the positioning conditions when the target train degrades from the automatic operation mode to the non-automatic operation mode and the target train is located at the turnout point, and determine the initial position of the target train in the automatic operation mode based on the electronic map.

[0055] Specifically, the automatic operation mode can be the CTC mode, the non-automatic operation mode can be the ILC-RM mode, and the turnout point refers to the turnout point on the running track of the target train. The turnout point corresponds to at least two available driving paths, and each available driving path corresponds to a different driving direction.

[0056] Based on this, when the target train is in the automatic operation mode, it indicates that the communication between the target train and the LC is normal. When a communication failure occurs between the target train and the LC, the operation mode of the target train degrades from the automatic operation mode to the non-automatic operation mode. At this time, if the target train is located at a turnout point, it is determined that the target train meets the positioning condition. That is to say, at this time, the target train cannot achieve autonomous positioning, and the train protection end determines the initial position of the target train in the automatic operation mode based on the electronic map, so as to establish a transmission link with the interlocking subsequently and assist the target train in positioning.

[0057] Continuing with the above example, when the target train is in the CTC mode, it represents that the communication between the target train and the LC is normal. Once an invalid MA from the LC is received (for example, the LC will send a special control message to the ATP in interoperability) or a communication failure occurs with the LC, the CTC mode cannot be maintained and needs to degrade to the ILC-RM mode. When the target train is coming to a stop during the degradation from the CTC level to the ILC-RM mode, if the body of the target train is not located at a turnout point, the position of the target train will not be lost, and the target train can continue to run; as Figure 5 shown, if the target train is located at a turnout point, the target train records the initial position before degradation and the state of the turnout it is in. According to the initial position before degradation, the interlocking area to which the target train belongs is calculated, and a transmission link is established with the interlocking in this interlocking area to assist the target train in positioning. The interlocking sends the turnout states of the target train itself and the two open routes ahead to the ATP through a "manufacturer-defined frame" based on the train position and running direction of the target train. The target train compares the turnout position before degradation with the turnout position sent by the interlocking. If they are the same, the train position is calculated normally and the position of the target train is not lost. If they are different, the position of the target train is lost.

[0058] In summary, when the target train degrades from the automatic operation mode to the non-automatic operation mode and the target train is located at a turnout point, it is determined that the target train meets the positioning condition, and the initial position of the target train can be saved to facilitate subsequent positioning of the target train.

[0059] Furthermore, considering that during the operation of the target train, the track line is divided into several interlocking areas. When determining the interlocking 220 associated with the target train, it is necessary to first determine the interlocking area where the target train is located, and use the area interlocking of this area as the interlocking 220 associated with the target train. Specifically, in implementation, the train protection end 210 is used to determine the interlocking area where the initial position is located based on the initial position of the target train, and determine the interlocking 220 in the interlocking area.

[0060] In practical applications, the interlocking area refers to the interlocking area to which the position of the target train belongs. When the train protection end determines that the target train meets the positioning conditions, it determines the interlocking area where the initial position is located based on the initial position of the target train, and takes the interlocking corresponding to this interlocking area as the interlocking associated with the target train.

[0061] Continuing with the above example, the line of the target train is divided into several interlocking areas. After the initial positioning of the target train, based on the initial position of the target train and the axle counter sections occupied by the target train, by querying the electronic map data, the interlocking area to which the target train belongs can be calculated, and the interlocking in the interlocking area to which the target train belongs is taken as the interlocking associated with the target train.

[0062] In summary, when determining the interlocking associated with the target train, it is necessary to first determine the interlocking area where the target train is currently located based on the initial position of the target train, and take the interlocking corresponding to this interlocking area as the interlocking associated with the target train, so as to improve the accuracy of interlocking determination.

[0063] Furthermore, a transmission link can be established between the train protection end 210 and the interlocking 220 based on the defined "manufacturer-defined frame". Specifically, in implementation, the train protection end 210 is used to determine interface information, byte information, and supplementary information, and establish the transmission link with the interlocking 220 based on the interface information, the byte information, and the supplementary information.

[0064] Specifically, the interface information refers to the specified interface content when data is transmitted between the train protection end and the interlocking; the byte information can be the byte length, and the supplementary information can be the parameters transmitted when data is transmitted between the train protection end and the interlocking, including but not limited to the running direction of the train, the safe position of the train, the train length, and the section offset.

[0065] Based on this, the train protection end determines the interface information, byte information, and supplementary information defined in the "manufacturer-defined frame", establishes a transmission link with the interlocking based on the interface information, byte information, and supplementary information. When the train protection end sends train attribute information to the interlocking, it generates train attribute information based on the defined interface information, byte information, and supplementary information, and sends it to the interlocking. When the interlocking sends train attribute information to the train protection end, it generates switch information based on the defined interface information, byte information, and supplementary information, and sends it to the train protection end.

[0066] Continuing with the previous example, a transmission link is established between the train protection end ATP and the interlocking based on the "manufacturer-defined frame". When the train protection end sends train attribute information to the interlocking, the train attribute information needs to be constructed based on the predefined "manufacturer-defined frame". At this time, the interface content in the "manufacturer-defined frame" includes the running direction (1 byte) and the train envelope. The supplementary information for the running direction is: the direction from the minimum safe rear end to the maximum safe front end, determined by the up / down direction at the minimum safe rear end. Upward: 0x55; Downward: 0xAA; Default: 0xFF; Other values are illegal. The supplementary information for the train envelope includes: 1) The position of the maximum safe front end of the train, 4-byte track section ID, default value: 0x00000000; 4-byte offset within the track section (unit: cm); Valid range: 0x0 - 0xFFFFFFFE; Default value: 0xFFFFFFFF. 2) The position of the minimum safe front end of the train, 4-byte track section ID, default value: 0x00000000; 4-byte offset within the section (unit: cm), valid range: 0x0 - 0xFFFFFFFE; Default value: 0xFFFFFFFF. 3) The position of the maximum safe rear end of the train, 4-byte track section ID, default value: 0x00000000; 4-byte offset within the section (unit: cm), valid range: 0x0 - 0xFFFFFFFE; Default value: 0xFFFFFFFF. 4) The position of the minimum safe rear end of the train, 4-byte track section ID, default value: 0x00000000; 4-byte offset within the section (unit: cm), valid range: 0x0 - 0xFFFFFFFE; Default value: 0xFFFFFFFF; 5) 2-byte train length (unit: cm), valid range: 1000 - 50000.

[0067] When the interlocking sends turnout information to the train protection end, the turnout information needs to be constructed based on the predefined "manufacturer-defined frame". At this time, the path information in the "manufacturer-defined frame" includes the number of turnout information (a variable, valid range: 0 - 20) for a total of two open routes, the train itself and the one in front; turnout information; 4-byte turnout ID; 1-byte turnout status, normal position: 0x55, reverse position: 0xAA, other values are illegal; and turnout (X), where information X is the value of the turnout information count field.

[0068] In summary, a transmission link with the interlocking is established based on the interface information, byte information, and supplementary information, realizing interface customization and network data packet customization, and improving the availability of the train positioning system.

[0069] Further, considering that there may be a delay in the communication between the target train and the line controller, when the train protection end 210 corresponding to the target train requests switch information from the interlocking 220, if a movement authorization from the line controller is received, the movement authorization is used and the switch information is no longer requested from the interlocking 220. Specifically, in implementation, the train protection end 210 is further configured to, when receiving the movement authorization, calculate the target position of the target train based on the authorized switch information included in the movement authorization.

[0070] Specifically, the authorized switch information refers to the switch quantity information and switch status information included in the movement authorization sent by the line controller to the train protection end.

[0071] Based on this, when the train protection end requests to establish a link with the interlocking and requests switch information from the interlocking, if a movement authorization issued by the line controller is received, the target position of the target train can be calculated based on the authorized switch information included in the movement authorization, and the switch information is no longer requested from the interlocking. Thus, the target train can be quickly positioned, avoiding additional resource consumption.

[0072] Further, considering that the communication link between the train protection end 210 and the interlocking 220 may be disconnected, when the communication between the train protection end 210 and the interlocking 220 fails, the target train cannot perform train positioning. Specifically, in implementation, the train protection end 210 is further configured to determine that the position of the target train is lost when the target train runs to a path switch point, the communication with the interlocking 220 fails, and no path movement authorization is received.

[0073] In practical applications, the path switch point is the switch point that the target train needs to pass through ahead. When the target train runs to the path switch point, the communication between the train protection end and the interlocking fails, and no path movement authorization is received, it is determined that the position of the target train is lost. At this time, the target train can continue to run and perform train positioning after passing two balises. If the target train is running in the section and the balises are arranged dispersedly, it takes a relatively long time to pass two balises.

[0074] A train positioning system provided by an embodiment of this specification includes: a train protection end installed on a target train and an interlocking associated with the target train. The train protection end is used to detect the target train. When it detects that the target train meets the positioning conditions, it indicates that the target train cannot obtain a movement authorization and train positioning needs to be performed on the target train. Determine the interlocking associated with the target train based on the initial position of the target train and establish a transmission link with the interlocking. Send the train attribute information of the target train to the interlocking through the transmission link. The interlocking will determine the turnout information associated with the target train based on the train attribute information and send the turnout information to the train protection end through the transmission link. The train protection end can then calculate the target position of the target train based on the turnout information to avoid loss of the train position. Without affecting the interoperability function, by establishing a transmission link with the interlocking, train positioning can be achieved according to the turnout information when the target train passes through a turnout, improving the efficiency of train positioning, reducing the waiting time for train positioning, and also enhancing the reliability and safety of train operation.

[0075] The following combines the attached Figure 6 , taking the application of the train positioning method provided in this specification in rail transit as an example, to further illustrate the train positioning method. Among them, Figure 6 shows a processing flow chart of a train positioning method applied to rail transit provided by an embodiment of this specification. As Figure 6 shown, when the train degrades from the CTC level, it is judged whether the train is an ILC-RM train after degrading from the CTC level; when the train is not an ILC-RM train, it is judged whether the train is an initially positioned or a downgraded RM train with a position. If not, no processing is performed; if so, when no MA is received, the head of the train is less than the minimum train length from the axle counter end, there is a turnout ahead or there is a turnout in the advancing direction of this axle counter, a link is established with the interlocking to request the turnout position, and the train position is calculated according to the turnout state.

[0076] When the train is an ILC-RM train, if the body position of the train is at the turnout point after the train stops stably, the train does not lose its position and can continuously calculate the train position; if the body position of the train is not at the turnout point after the train stops stably, it is then continued to judge whether the turnout position before downgrading is consistent with the turnout position sent by the interlocking. If they are consistent, the train does not lose its position and can continuously calculate the train position; if they are inconsistent, the train loses its position and needs to continue running and cross two balises before positioning can be achieved.

[0077] Based on the industry standard of interoperability, without affecting the interoperability function, by customizing information in the "manufacturer's custom frame", the unique functions of the manufacturer are realized, enabling the train not to lose positioning when passing through a turnout, achieving both generality and improving the usability, reliability and safety of the system. Figure 7 The figure shows a flowchart of a train positioning method provided according to an embodiment of this specification, which specifically includes the following steps: Step 702: When the train protection end installed on the target train meets the positioning condition, based on the initial position of the target train, determine the interlock associated with the target train, and establish a transmission link with the interlock; send the train attribute information of the target train to the interlock through the transmission link; Step 704: The interlock determines the turnout information associated with the target train based on the train attribute information, and sends the turnout information to the train protection end through the transmission link; Step 706: The train protection end calculates the target position of the target train based on the turnout information.

[0078] Optionally, when the target train runs in a speed-limited operation mode to a turnout section within an axle counter section and does not receive a movement authorization, the train protection end determines that the target train meets the positioning condition, and determines the initial position of the target train based on an electronic map.

[0079] Optionally, when the target train runs in a speed-limited operation mode to a turnout section within an axle counter section, and the target train approaches a target turnout point in the turnout section and the target train does not receive a movement authorization, the train protection end determines that the target train meets the positioning condition, and determines the initial position of the target train based on the electronic map.

[0080] Optionally, when the target train downgrades from an automatic operation mode to a non-automatic operation mode and the target train is located at a turnout point, the train protection end determines that the target train meets the positioning condition, and determines the initial position of the target train in the automatic operation mode based on an electronic map.

[0081] Optionally, the train protection end determines the interlock area where the initial position is located based on the initial position of the target train, and determines the interlock within the interlock area.

[0082] Optionally, the train protection end determines interface information, byte information, and supplementary information, and establishes the transmission link with the interlock based on the interface information, the byte information, and the supplementary information.

[0083] Optionally, when receiving a movement authorization, the train protection end calculates the target position of the target train based on the authorized turnout information included in the movement authorization.

[0084] Optionally, when the train protection end fails to communicate with the interlocking when the target train runs to the path turnout point, and does not receive the path movement authorization, it determines that the position of the target train is lost.

[0085] The train positioning system method provided by an embodiment of this specification installs a train protection end on a target train. The train protection end detects the target train. When it detects that the target train meets the positioning conditions, it indicates that the target train cannot obtain a movement authorization and needs to perform train positioning on the target train. Based on the initial position of the target train, the interlocking associated with the target train is determined, and a transmission link with the interlocking is established. The train attribute information of the target train is sent to the interlocking through the transmission link. The interlocking will determine the turnout information associated with the target train based on the train attribute information and send the turnout information to the train protection end through the transmission link. The train protection end can then calculate the target position of the target train based on the turnout information, avoiding the loss of the train position. Without affecting the interoperability function, by establishing a transmission link with the interlocking, train positioning is realized according to the turnout information when the target train passes through the turnout, improving the efficiency of train positioning, reducing the waiting time for train positioning, and at the same time improving the reliability and safety of train operation.

[0086] Corresponding to the above method embodiment, this specification also provides an embodiment of a train positioning device. Figure 8 The structural schematic diagram of a train positioning device provided by an embodiment of this specification is shown. As Figure 8 shown, the device includes: A determination module 802, configured to, when the train protection end installed on the target train meets the positioning conditions, determine the interlocking associated with the target train based on the initial position of the target train, and establish a transmission link with the interlocking; send the train attribute information of the target train to the interlocking through the transmission link; A sending module 804, configured to the interlocking determines the turnout information associated with the target train based on the train attribute information and sends the turnout information to the train protection end through the transmission link; A calculation module 806, configured to the train protection end calculates the target position of the target train based on the turnout information.

[0087] An optional embodiment, the determination module 802 is further configured to: When the train protection end of the target train runs to the turnout section within the axle counting section in the speed-limited operation mode and does not receive a movement authorization, it determines that the target train meets the positioning conditions and determines the initial position of the target train based on the electronic map.

[0088] An optional embodiment, the determining module 802 is further configured to: When the train protection end runs the target train in the speed-limited operation mode to the turnout section within the axle counting section, and the target train approaches the target turnout point in the turnout section and the target train does not receive a movement authorization, determine that the target train meets the positioning condition, and determine the initial position of the target train based on the electronic map.

[0089] An optional embodiment, the determining module 802 is further configured to: When the train protection end downgrades the target train from the automatic operation mode to the non-automatic operation mode and the target train is located at the turnout point, determine that the target train meets the positioning condition, and determine the initial position of the target train in the automatic operation mode based on the electronic map.

[0090] An optional embodiment, the determining module 802 is further configured to: The train protection end determines the interlocking area where the initial position is located based on the initial position of the target train, and determines the interlocking in the interlocking area.

[0091] An optional embodiment, the determining module 802 is further configured to: The train protection end determines interface information, byte information and supplementary information, and establishes the transmission link with the interlocking based on the interface information, the byte information and the supplementary information.

[0092] An optional embodiment, the calculating module 806 is further configured to: When the train protection end receives a movement authorization, calculate the target position of the target train based on the authorized turnout information included in the movement authorization.

[0093] An optional embodiment, the calculating module 806 is further configured to: When the target train runs to the path turnout point, the communication with the interlocking fails, and the path movement authorization is not received, determine that the position of the target train is lost.

[0094] The train positioning system device provided by an embodiment of this specification has a train protection end installed on the target train. The train protection end detects the target train. When it detects that the target train meets the positioning conditions, it means that the target train cannot obtain a movement authorization and needs to perform train positioning on the target train. Based on the initial position of the target train, the interlocking associated with the target train is determined, and a transmission link with the interlocking is established. The train attribute information of the target train is sent to the interlocking through the transmission link. The interlocking will determine the turnout information associated with the target train based on the train attribute information and send the turnout information to the train protection end through the transmission link. The train protection end can then calculate the target position of the target train based on the turnout information, avoiding the loss of the train position. Without affecting the interoperability function, by establishing a transmission link with the interlocking, train positioning is achieved according to the turnout information when the target train passes through the turnout, improving the efficiency of train positioning, reducing the waiting time for train positioning, and also improving the reliability and safety of train operation.

[0095] The above is a schematic solution of a train positioning device in this embodiment. It should be noted that the technical solution of this train positioning device and the technical solution of the above train positioning method belong to the same concept. For the details not described in detail in the technical solution of the train positioning device, reference can be made to the description of the technical solution of the above train positioning method.

[0096] Figure 9 The structural block diagram of a computing device 900 provided by an embodiment of this specification is shown. The components of the computing device 900 include but are not limited to a memory 910 and a processor 920. The processor 920 is connected to the memory 910 through a bus 930, and a database 950 is used to store data.

[0097] The computing device 900 also includes an access device 940, which enables the computing device 900 to communicate via one or more networks 960. Examples of such networks include the Public Switched Telephone Network (PSTN), Local Area Network (LAN), Wide Area Network (WAN), Personal Area Network (PAN), or a combination of communication networks such as the Internet. The access device 940 may include one or more of any type of wired or wireless network interface (e.g., a network interface card (NIC)), such as an IEEE 802.11 Wireless Local Area Network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, and so on.

[0098] In one embodiment of the present specification, the above components of the computing device 900 and Figure 9 other components not shown may also be connected to each other, for example, via a bus. It should be understood that Figure 9 the block diagram of the computing device shown is for illustrative purposes only and is not a limitation on the scope of the present specification. Those skilled in the art may add or replace other components as needed.

[0099] The computing device 900 may be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, a personal digital assistant, a laptop computer, a notebook computer, a netbook, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.) or other types of mobile devices, or a stationary computing device such as a desktop computer or a Personal Computer (PC). The computing device 900 may also be a mobile or stationary server.

[0100] Wherein, when the processor 920 executes the computer program or instructions, the steps of the train positioning method are implemented.

[0101] The above is a schematic solution of a computing device according to this embodiment. It should be noted that the technical solution of this computing device and the technical solution of the above train positioning method belong to the same concept. For the details not described in detail in the technical solution of the computing device, reference can be made to the description of the technical solution of the above train positioning method.

[0102] An embodiment of this specification also provides a computer-readable storage medium, which stores a computer program or instruction. When the computer program or instruction is executed by a processor, the steps of the train positioning method described above are implemented.

[0103] The above is a schematic solution of a computer-readable storage medium according to this embodiment. It should be noted that the technical solution of this storage medium and the technical solution of the above train positioning method belong to the same concept. For the details not described in detail in the technical solution of the storage medium, reference can be made to the description of the technical solution of the above train positioning method.

[0104] An embodiment of this specification also provides a computer program product, including a computer program or instruction. When the computer program or instruction is executed by a processor, the steps of the above train positioning method are implemented.

[0105] The above is a schematic solution of a computer program product according to this embodiment. It should be noted that the technical solution of this computer program product and the technical solution of the above train positioning method belong to the same concept. For the details not described in detail in the technical solution of the computer program product, reference can be made to the description of the technical solution of the above train positioning method.

[0106] The above describes specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve the desired result. Additionally, the processes depicted in the figures do not necessarily require the specific order or sequential order shown to achieve the desired result. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0107] The computer program or instruction includes computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electrical carrier signal, telecommunication signal, and software distribution medium, etc.

[0108] It should be noted that, for the foregoing method embodiments, for the sake of simplicity of description, they are all expressed as a series of action combinations. However, those skilled in the art should know that this specification is not limited by the described action sequence, because according to this specification, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this specification.

[0109] In the above embodiments, the descriptions of the respective embodiments have their own focuses. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0110] The preferred embodiments of this specification disclosed above are only used to help explain this specification. The optional embodiments do not describe all the details in detail, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of this specification, so that those skilled in the art can understand and utilize this specification well. This specification is only limited by the claims and their full scope and equivalents.

Claims

1. A train positioning system, characterized in that, Including a train protection end installed on a target train and an interlock associated with the target train; The train protection end is configured to, when the target train meets the positioning condition, determine the interlock associated with the target train based on the initial position of the target train, and establish a transmission link with the interlock; Send the train attribute information of the target train to the interlock through the transmission link; The interlock is configured to determine the turnout information associated with the target train based on the train attribute information, and send the turnout information to the train protection end through the transmission link; The train protection end is configured to calculate the target position of the target train based on the turnout information.

2. The train positioning system according to claim 1, wherein The train protection end is configured to, when the target train runs in a speed-limited operation mode to a turnout section within an axle counter section and does not receive a movement authorization, determine that the target train meets the positioning condition, and determine the initial position of the target train based on an electronic map.

3. The train positioning system according to claim 2, characterized in that, The train protection end is configured to, when the target train runs in a speed-limited operation mode to a turnout section within an axle counter section, and the target train approaches a target turnout point in the turnout section and the target train does not receive a movement authorization, determine that the target train meets the positioning condition, and determine the initial position of the target train based on the electronic map.

4. The train positioning system according to claim 1, characterized in that The train protection end is configured to, when the target train downgrades from an automatic operation mode to a non-automatic operation mode and the target train is located at a turnout point, determine that the target train meets the positioning condition, and determine the initial position of the target train in the automatic operation mode based on an electronic map.

5. The train positioning system according to claim 1, characterized in that The train protection end is configured to determine the interlock area where the initial position is located based on the initial position of the target train, and determine the interlock within the interlock area.

6. The train positioning system according to claim 1, wherein The train protection end is configured to determine interface information, byte information, and supplementary information, and establish the transmission link with the interlock based on the interface information, the byte information, and the supplementary information.

7. The train positioning system according to claim 1, characterized in that, The train protection end is further configured to, when receiving a movement authorization, calculate the target position of the target train based on the authorized turnout information included in the movement authorization.

8. The train positioning system according to claim 1, wherein The train protection end is further configured to, when the target train runs to a path turnout point, communication with the interlock fails, and no path movement authorization is received, determine that the position of the target train is lost.

9. A train positioning method, characterized in that, Including: When the target train meets the positioning condition, the train protection end installed on the target train determines the interlock associated with the target train based on the initial position of the target train, and establishes a transmission link with the interlock; Send the train attribute information of the target train to the interlock through the transmission link; The interlock determines the turnout information associated with the target train based on the train attribute information, and sends the turnout information to the train protection end through the transmission link; The train protection end calculates the target position of the target train based on the turnout information.

10. A computing device, comprising a memory, a processor, and a computer program or instructions stored on the memory and executable on the processor, characterized in that, When the processor executes the computer program or instructions, the steps of the method recited in claim 9 are implemented.

11. A computer-readable storage medium stores a computer program or instructions, characterized in that, When the computer program or instructions are executed by the processor, the steps of the method recited in claim 9 are implemented.

12. A computer program product comprising a computer program or instructions, characterized in that, When the computer program or instructions are executed by the processor, the steps of the method recited in claim 9 are implemented.

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