Method, device and equipment for calculating direction of degraded non-polar train and medium

Abstract

The invention relates to a calculation method, device and equipment for a degraded non-polar train direction and a medium, the method is used for a train-to-train communication system, and the method comprises the following steps: step S1, identifying a degradation scene of the train-to-train communication system; s2, according to the different degradation scenes identified in the step S1, a reference rule of the non-polar train direction in the corresponding scene is formulated, and train direction initialization is carried out based on the reference rule; s3, determining the pole passing opportunity of the non-polar train, and updating the direction of the non-polar train according to the pole; and S4, calculating the train head direction of the non-polar train according to the received ATS task, and updating the train head direction according to the turn-back task. Compared with the prior art, the non-polar train direction calculation method has the advantages of improving the flexibility of non-polar train direction calculation of the train-to-train communication system and the like.

Description

Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a method, device, equipment and medium for calculating a degraded non-polar train direction for a train-to-train communication system. Background Art

[0002] In a vehicle-to-vehicle communication system, the odometer is unavailable in a degraded onboard controller scenario, and the downgraded wayside onboard controller only has a single beacon antenna. This makes the method of calculating non-polarized train direction using the odometer and beacon inapplicable. Furthermore, the ATS needs to display the train position of the train window in various onboard controller scenarios. This position depends on whether the onboard controller calculates the locomotive position at End 1 or End 2. The locomotive position calculation depends on the train's direction. Therefore, the calculation of train direction is unavoidable for the wayside onboard controller.

[0003] After searching, Chinese patent publication number CN114655280A discloses a train reversing control method, device and train, which specifically discloses that when the train is located in the reversing track section, the first section of the second approach of the train is obtained; whether the reversing track section and the first section have the light bulb line attribute is detected; when the reversing track section has the light bulb line attribute, the locking direction of the first section is obtained; according to the locking direction of the first section, the locking direction of the reversing track section is confirmed, wherein, when the first section has the light bulb line attribute, the locking direction of the reversing track section is set to be opposite to the locking direction of the first section; when the first section does not have the light bulb line attribute, the locking direction of the reversing track section is set to be the same as the locking direction of the first section; according to the locking direction of the reversing track section, the train reversing is controlled. The method provided by the existing patent is only applicable to the change of train direction in the reversing scenario, and this scenario requires the train to already have a train direction, and cannot be applied to calculate the train direction of non-polar vehicles in the degradation scenario. Summary of the Invention

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

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

[0006] According to a first aspect of the present invention, a method for calculating a degraded non-polar train direction is provided, the method being used in a vehicle-to-vehicle communication system, the method comprising the following steps:

[0007] Step S1, identifying a degradation scenario of a vehicle-to-vehicle communication system;

[0008] Step S2: formulating reference rules for non-polar train directions under corresponding scenarios according to the different degradation scenarios identified in step S1, and initializing the train direction based on the reference rules;

[0009] Step S3, determining the timing of the non-polar train passing the extreme point, and updating the direction of the non-polar train according to the extreme point;

[0010] Step S4: Calculate the head direction of the non-polar train according to the received ATS task, and update the head direction according to the turnaround task.

[0011] As a preferred technical solution, the degradation scenarios of step S1 include:

[0012] When train communication is interrupted or down, non-polar train direction calculation is performed in the train re-education scenario;

[0013] When the train has no direction, non-polar train direction calculation is performed in the train relocation scenario;

[0014] When a train receives an ATS task, it performs non-polar train direction calculation under the train task scenario.

[0015] As a preferred technical solution, in step S2, for the train re-education scenario, the train direction is updated according to the unsafe positioning direction obtained by re-education.

[0016] As a preferred technical solution, in step S2, in the train relocation scenario, the train direction is updated according to the positional relationship between the vehicle end and the signal.

[0017] As a preferred technical solution, in step S2, for a train mission scenario, the train direction is updated by the mission direction.

[0018] As a preferred technical solution, in step S2, when the trackside onboard controller is powered on, the train direction is initialized for each train it controls, wherein the mileage increasing direction is set to End1 and the mileage decreasing direction is set to End2.

[0019] As a preferred technical solution, step S3 specifically includes:

[0020] Step S301, configuring beacons near the pole;

[0021] Step S302, determining the train passing the extreme point timing;

[0022] Step S303: When the front of the train has passed the extreme point, the train direction of the front of the train is changed; when the rear of the train has left the extreme point, the train direction of the rear of the train is updated.

[0023] As a preferred technical solution, step S301 is specifically as follows: configuring a beacon near the pole at a distance of half the train length, and marking the beacons closest to both sides of the pole as a condition for determining whether the train has passed the pole.

[0024] As a preferred technical solution, step S302 is specifically as follows: when the beacon ID read by the train is one of the marked beacons and it is the first time that the train passes the marked beacon, it is determined that the front of the train has crossed the pole; when the second marked beacon is read, it is determined that the rear of the train has left the pole.

[0025] As a preferred technical solution, step S4 specifically includes:

[0026] Step S401: After the dispatcher issues a task through the ATS, the train obtains the starting point, end point, and direction of the task based on the task information.

[0027] Step S402: Calculate the signals at the mission start and end points based on the mission information, calculate the train's safety envelope based on the signals, and update the train's precise positioning based on the safety envelope.

[0028] Step S403: Under the premise that the train has been accurately positioned, the train end in the mission direction is determined to be the head of the train;

[0029] Step S404: Once the locomotive is determined, the train maintains the locomotive unchanged except for tasks in the opposite direction.

[0030] According to a second aspect of the present invention, there is provided a device for calculating a degraded non-polar train direction, the device being used in a vehicle-to-vehicle communication system, the device comprising:

[0031] Identify system scenario modules, used to identify degradation scenarios of the vehicle-to-vehicle communication system;

[0032] A reference rule formulation module is used to formulate reference rules for non-polar train directions under different degradation scenarios identified by the recognition system scenario module, and initialize the train direction based on the reference rules;

[0033] Update train direction module, used to determine the timing of non-polar train passing the extreme point and update the non-polar train direction according to the extreme point;

[0034] The module for calculating the locomotive direction is used to calculate the locomotive direction of the non-polar train according to the received ATS task and update the locomotive direction according to the turnaround task.

[0035] According to a third aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0036] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0037] Compared with the prior art, the present invention has the following advantages:

[0038] 1) The present invention does not rely on line beacons, vehicle-mounted antennas, and odometers. It considers the calculation of train direction in the scenarios of re-education, re-positioning, and reception tasks, thereby improving the flexibility of non-polar train direction calculation;

[0039] 2) To address the issue of non-polar trains passing through extreme points, the present invention includes timing judgment when passing through the extreme point, as well as the change in train direction before and after passing through the extreme point. It also calculates the head of the train and keeps the head direction unchanged when passing through the extreme point, improving the applicability of non-polar train directions in degradation scenarios;

[0040] 3) Once the train direction is initialized, the present invention maintains the same direction in scenarios such as passing beacons, repositioning, and receiving tasks, ensuring the stability of the train direction, except for the extreme points that can change the train direction.

[0041] 4) The present invention is applicable to complex line topologies including bulb lines, triangle lines, etc., and provides a coordinate system for the trackside on-board controller, which can expand positioning and request resources according to the direction of the train, thereby expanding the functional scope of train positioning. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 Flowchart for calculating non-polar train direction in degradation scenario of the present invention;

[0043] Figure 2 Schematic diagram of the train direction calculation for the present invention

[0044] Figure 3 Schematic diagram of train direction relocation calculation for the present invention;

[0045] Figure 4 Calculate the train direction diagram for the task direction of the present invention;

[0046] Figure 5 Schematic diagram of the change in direction of a non-polar train when passing a pole point according to the present invention;

[0047] Figure 6 Schematic diagram of a non-polar train direction calculation device in a degradation scenario of the present invention. DETAILED DESCRIPTION

[0048] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0049] In the degradation scenario, the trackside on-board controller can initialize the train direction based on the reliable direction that can be obtained according to the specific scenario, and after the initialization is completed, the train direction can be maintained. The calculated train direction can be used as the input of the direction of the locomotive, non-safe positioning, and precise positioning. The present invention does not rely on the odometer. While solving the non-polar train direction in the degradation scenario, it expands the scope of application of the solution for displaying the train number window and calculating the non-safe positioning direction on the ATS interface.

[0050] The specific meaning of the re-education of the present invention is: it refers to the process of transferring resources between two controllers of the train through the trackside resource controller WRC. For example, the on-board controller applies for resource area A from the trackside resource controller WRC. At this time, the train switches to the trackside train controller, and the trackside resource controller WRC transfers the resource area A to the trackside train controller.

[0051] A train's polarity refers to the orientation of its car ends on a line. When a train is operating on a line, if the orientation of its car ends relative to the direction of track mileage increases, then the train's polarity remains unchanged. A train operating on such a line is called a polar train, or polar car. When a line features a bulb line, triangle line, figure-eight line, or a loop that causes the train to lose polarity, the orientation of its car ends relative to the direction of track mileage increases as the train passes through these special track sections. This means the train's polarity changes, and the train operating on such a line is called a non-polar train, or non-polar car. The coordinate point on the line where the train's polarity changes is called a pole.

[0052] like Figure 1 As shown, the method for calculating the degraded non-polar train direction of the present invention is used in a vehicle-to-vehicle communication system, and the method includes the following steps:

[0053] Step S1, identifying a degradation scenario of a vehicle-to-vehicle communication system;

[0054] Step S2: formulating reference rules for non-polar train directions under corresponding scenarios according to the different degradation scenarios identified in step S1, and initializing the train direction based on the reference rules;

[0055] Step S3, determining the timing of the non-polar train passing the extreme point, and updating the direction of the non-polar train according to the extreme point;

[0056] Step S4: Calculate the head direction of the non-polar train according to the received ATS task, and update the head direction according to the turnaround task.

[0057] On this basis, reference Figure 2 and Figure 3 , a method for calculating the non-polar train direction in the degradation scenario of the present invention is introduced in detail.

[0058] First reference Figure 2 The present invention introduces a method for calculating the non-polar train direction during relocation in a degradation scenario, comprising the following steps:

[0059] Step 100: The train receives the re-education information. When the train communication is interrupted or the system crashes, the onboard subsystem will be downgraded to the onboard subsystem controlled by the wayside. The server will transfer the control right to the onboard controller on the wayside, and the trackside resource manager will re-educate the positioning information to the onboard subsystem on the wayside.

[0060] Step 101: Update the train direction with the re-educated unsafe positioning direction. Based on the unsafe positioning and direction obtained through re-education, the trackside onboard controller will obtain the correct train direction, maintaining the train direction unchanged from before re-education.

[0061] Step 102, as Figure 2 As shown, the train has no direction information before re-education. According to the re-positioning information, the unsafely positioned End1 is facing the direction of large mileage, and End2 is facing the direction of small mileage. Therefore, the train direction after updating using the unsafely positioned direction of re-education is End1 facing the direction of large mileage, and End2 facing the direction of small mileage.

[0062] Step 103: The train receives a repositioning instruction. When the train has no direction, the dispatcher will reposition the train through the signal. During the repositioning period, the direction of the non-polar train can be initialized according to the repositioning signal.

[0063] Step 104: Re-educate the vehicle end on the signal side as End1. After the train is inserted, there is no train direction. If the train is within 5 meters of the signal, the train direction can be updated by setting the vehicle end closest to the signal as End1.

[0064] Step 105, as Figure 3 As shown in the figure, when the vehicle is within 16 meters before the signal, the dispatcher performs repositioning on the ATS interface. The vehicle end close to the signal is defined as End1, and the vehicle end away from the signal is defined as End2.

[0065] Step 106: Train power-on initialization: When the trackside onboard subsystem is powered on, it will initialize the train direction for each train it controls.

[0066] Step 107: After powering on, the direction with the largest mileage is End 1. After powering on, although the trackside vehicle controller does not know which track it is on, it can locate the increasing mileage direction as End 1 and the decreasing mileage direction as End 2.

[0067] Step 108: Train re-education fails. When the trackside onboard controller obtains control of the train but does not receive the re-education positioning information, it cannot initialize the train direction based on the re-education positioning. In this scenario, reference rules need to be established.

[0068] Step 109: If re-education fails, the task direction is End1. Figure 4 As shown in the figure, after re-education fails, the train direction cannot be calculated based on the re-education positioning information. At this time, the train has no mission and no positioning, and cannot be moved. When receiving the ATS task, the task direction can be used as End1 and the reverse direction as End2 to update the train direction.

[0069] Step 110: Configure beacons near the pole. Place the coordinates of the pole's vicinity at a distance of half the train length, and record the nearest beacons on both sides of the pole as a condition for determining whether the train has passed the pole.

[0070] Step 111, as Figure 5 As shown, when the beacon ID read by the train is the marked beacon B1, and it is the first time that the train passes the marked beacon, it is determined that the front of the train has crossed the pole; when the second marked beacon B2 is read, it is determined that the rear of the train has left the pole;

[0071] Step 112: Update the train direction. Before End1 crosses the pole, End1 is facing up and End2 is facing down. When the train reaches B1, the front of the train has already passed the pole, so the train direction of the front of the train is changed to End1 facing down and End2 facing down. When the train passes B2, the rear of the train has left the pole, so the train direction of the rear of the train is updated to End1 facing down and End2 facing up.

[0072] Step 113: Receive the ATS task. After the task is dispatched via the ATS, the starting point Plf1, the end point Plf2, and the direction Up of the task can be obtained according to the task.

[0073] Step 114: Calculate the precise positioning. Based on the mission, the signal S2 at the mission start and end points can be calculated, and the train's safety envelope is calculated based on the signal, and the safety envelope is used to update the precise positioning of the train.

[0074] Step 115, determining the locomotive direction. Under the premise that the train has been accurately positioned, no matter whether the task is being executed, achieved or cancelled, the locomotive end in the task direction can be determined as the locomotive end.

[0075] Step 116, maintain the train head direction. Once the train head is determined, except for tasks in the opposite direction, even when passing the pole, the train should maintain the train head unchanged.

[0076] Step 117, when the train passes the pole, the timing of passing the pole can be judged, as Figure 5 shown. Before passing the pole, at End1 is the train head, and End1.kp > End2.kp. After passing the pole, End1.kp < End2.kp. Therefore, in each cycle, when it is judged that End1.kp < End2.kp, the train head of the train can be maintained unchanged because the train head is in the small mileage direction. It will change again until passing the pole again.

[0077] The above is the introduction of the method embodiment. The following further illustrates the solution of the present invention through the device embodiment.

[0078] As Figure 6 shown, the device for calculating the direction of the downgraded non-polar train of the present invention is used in the vehicle-to-vehicle communication system. The device includes:

[0079] An identification system scenario module, used to identify the downgraded scenario of the vehicle-to-vehicle communication system;

[0080] A reference rule formulation module, used to formulate reference rules for the non-polar train direction in the corresponding scenario according to different downgraded scenarios identified by the identification system scenario module, and initialize the train direction based on the reference rules;

[0081] A train direction update module, used to determine the timing of the non-polar train passing the pole and update the non-polar train direction according to the pole;

[0082] A train head direction calculation module, used to calculate the train head direction of the non-polar train according to the received ATS task and update the train head direction according to the reverse task.

[0083] The identification system scenario module specifically includes:

[0084] The train receives re-education information. When the train communication is interrupted or down, the on-vehicle subsystem will degrade to the on-vehicle subsystem controlled by the trackside. The Domain server will transfer the train control right to the trackside on-vehicle controller, and the trackside resource manager will re-educate the positioning information to the trackside on-vehicle subsystem.

[0085] The train receives a repositioning instruction. When the train has no direction, the dispatcher will reposition the train through the signal machine. During the train repositioning, the direction of the non-polar train can be initialized according to the repositioning signal machine;

[0086] The train is powered on and initialized. When the trackside on-vehicle subsystem is powered on, it will initialize the train direction for each train it controls.

[0087] Train retraining failed. When the trackside onboard controller gains control of the train but lacks the retrained positioning information, it cannot initialize the train direction based on the retrained positioning. This scenario requires the development of a reference rule.

[0088] The reference rule formulation module specifically includes:

[0089] Re-education updates the train direction with the unsafe positioning direction. Based on the unsafe positioning and direction obtained through re-education, the trackside onboard controller will obtain the correct train direction, maintaining the train direction unchanged from before re-education.

[0090] Repositioning uses the vehicle end on the signal side as End1. After the train is inserted, there is no train direction. If the train is within 5 meters of the signal, the train direction can be updated by setting the vehicle end closest to the signal as End1.

[0091] After power-on, the direction with the largest mileage is End1. After power-on, although the trackside onboard controller does not know which track it is on, it can locate the increasing mileage direction as End1 and the decreasing mileage direction as End2.

[0092] If retraining fails, the mission direction is set to End1. After a retraining failure, the train direction cannot be calculated based on the retrained positioning information. At this point, the train has no mission and no positioning, and cannot be moved. When an ATS mission is received, the mission direction can be set as End1, and the reverse direction as End2 to update the train direction.

[0093] The updating train direction module specifically includes:

[0094] Configure beacons near the pole. Place the beacons near the pole at a distance of half the train length, and record the nearest beacons on both sides of the pole as a condition for determining whether the train has passed the pole;

[0095] Determine when the train passes the extreme point. When the beacon ID read by the train is one of the marked beacons and it is the first time that the train passes the marked beacon, it is determined that the front of the train has crossed the extreme point; when the second marked beacon is read, it is determined that the rear of the train has left the extreme point.

[0096] Update the train direction. When the front of the train passes the pole, change the train direction of the front of the train. When the rear of the train leaves the pole, update the train direction of the rear of the train.

[0097] The module for calculating the vehicle head direction specifically includes:

[0098] Receive ATS tasks. When the scheduler issues a task through ATS, you can obtain the starting point, end point, and direction of the task based on the task.

[0099] Calculate precise positioning. Based on the mission, the signals at the mission start and end points can be calculated, and the train's safety envelope is calculated based on the signals. The safety envelope is used to update the train's precise positioning.

[0100] Determine the direction of the train. Under the premise that the train has been accurately positioned, no matter whether the task is being executed, completed or cancelled, the end of the train in the direction of the task can be determined as the head of the train.

[0101] Maintain the heading. Once the heading is determined, the train should maintain the same heading even after passing the extreme point, except for tasks in the opposite direction.

[0102] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described module can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0103] An embodiment of the present invention further provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0104] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0105] The processing unit performs the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S4 described above can be performed. Alternatively, in other embodiments, the CPU can be configured to execute methods S1 to S4 by any other appropriate means (for example, by means of firmware).

[0106] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0107] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0108] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0109] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A method for calculating the direction of a degraded non-polar train, characterized in that: The method is used in a vehicle-to-vehicle communication system, and the method comprises the following steps: Step S1, identifying a degradation scenario of a vehicle-to-vehicle communication system; Step S2: formulating reference rules for non-polar train directions under corresponding scenarios according to the different degradation scenarios identified in step S1, and initializing the train direction based on the reference rules; Step S3, determining the timing of the non-polar train passing the extreme point, and updating the direction of the non-polar train according to the extreme point; Step S4: Calculate the head direction of the non-polar train according to the received ATS task, and update the head direction according to the turnaround task.

2. The method for calculating the degraded non-polar train direction according to claim 1, characterized in that: The degradation scenarios of step S1 include: When train communication is interrupted or down, non-polar train direction calculation is performed in the train re-education scenario; When the train has no direction, non-polar train direction calculation is performed in the train relocation scenario; When a train receives an ATS task, it performs non-polar train direction calculation under the train task scenario.

3. The method for calculating the degraded non-polar train direction according to claim 2, characterized in that: In step S2, in the train re-education scenario, the train direction is updated according to the unsafe positioning direction obtained by re-education.

4. The method for calculating the degraded non-polar train direction according to claim 2, characterized in that: In step S2, in the train relocation scenario, the train direction is updated according to the positional relationship between the vehicle end and the signal.

5. The method for calculating the degraded non-polar train direction according to claim 2, characterized in that: In step S2, for the train mission scenario, the train direction is updated according to the mission direction.

6. A method for calculating the direction of a degraded non-polar train according to claim 2, characterized in that: In step S2, when the trackside onboard controller is powered on, the train direction is initialized for each train it controls, wherein the mileage increasing direction is set to End1 and the mileage decreasing direction is set to End2.

7. The method for calculating the degraded non-polar train direction according to claim 1, characterized in that: The step S3 specifically includes: Step S301, configuring beacons near the pole; Step S302, determining the train passing the extreme point timing; Step S303: When the front of the train has passed the extreme point, the train direction of the front of the train is changed; when the rear of the train has left the extreme point, the train direction of the rear of the train is updated.

8. A method for calculating the direction of a degraded non-polar train according to claim 7, characterized in that: The step S301 specifically includes: configuring a beacon near the pole at a distance of half a train length, and marking the beacons closest to both sides of the pole as a condition for determining whether the train has passed the pole.

9. A method for calculating the direction of a degraded non-polar train according to claim 8, characterized in that: The step S302 is specifically as follows: when the beacon ID read by the train is one of the marked beacons and it is the first time for the train to pass through the marked beacon, it is determined that the front of the train has crossed the extreme point; when the second marked beacon is read, it is determined that the rear of the train has left the extreme point.

10. The method for calculating the degraded non-polar train direction according to claim 1, characterized in that: The step S4 specifically includes: Step S401: After the dispatcher issues a task through the ATS, the train obtains the starting point, end point, and direction of the task based on the task information. Step S402: Calculate the signals at the mission start and end points based on the mission information, calculate the train's safety envelope based on the signals, and update the train's precise positioning based on the safety envelope. Step S403: Under the premise that the train has been accurately positioned, the train end in the mission direction is determined to be the head of the train; Step S404: Once the locomotive is determined, the train maintains the locomotive unchanged except for tasks in the opposite direction.

11. A calculation device for degrading non-polar train direction, characterized in that The device is used in a vehicle-to-vehicle communication system, and the device includes: Identify system scenario modules, used to identify degradation scenarios of the vehicle-to-vehicle communication system; A reference rule formulation module is used to formulate reference rules for non-polar train directions under different degradation scenarios identified by the recognition system scenario module, and initialize the train direction based on the reference rules; Update train direction module, used to determine the timing of non-polar train passing the extreme point and update the non-polar train direction according to the extreme point; The module for calculating the locomotive direction is used to calculate the locomotive direction of the non-polar train according to the received ATS task and update the locomotive direction according to the turnaround task.

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

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

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