A method, device, equipment and medium for calculating degraded non-polar train direction
By identifying degradation scenarios in the vehicle-to-vehicle communication system, formulating reference rules, and updating the train direction when passing through a pole, the problem of calculating the train direction in degradation scenarios is solved, achieving the stability and applicability of the train direction, and making it suitable for non-polar train direction calculation in complex line topologies.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CASCO SIGNAL LTD
- Filing Date
- 2025-06-18
- Publication Date
- 2026-07-21
AI Technical Summary
In degraded scenarios of vehicle-to-vehicle communication systems, train direction calculation methods are not applicable, especially when the odometer is unavailable and the trackside onboard controller has only one beacon antenna. Existing technologies cannot effectively calculate non-polar train directions.
A method for calculating degraded non-polar train direction is provided. By identifying the degraded scenarios of the vehicle-to-vehicle communication system, corresponding reference rules are formulated to initialize the train direction, and the non-polar train direction is updated when the pole is crossed. Combined with the ATS task to calculate the train head direction, the stability and applicability of the train direction are ensured.
In degraded scenarios, flexible calculation of non-polar train direction is achieved, improving the applicability and stability of train direction, expanding the scope of train positioning function, applicable to complex line topologies, and supporting coordinate system updates for trackside on-board controllers.
Smart Images
Figure CN120503846B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to train signal control systems, and more particularly to a method, apparatus, device, and medium for calculating degraded non-polar train direction in a train-to-train communication system. Background Technology
[0002] In vehicle-to-vehicle communication systems, the odometer becomes unavailable in degraded scenarios, and the degraded trackside on-board controller only has one beacon antenna. This renders the method of calculating non-polar train direction using the odometer and beacon antenna inapplicable. Furthermore, for the ATS (Automatic Train System), it is necessary to display the position of the train number window occupied by the train under various on-board controller scenarios. This position display depends on whether the train's head is calculated as End1 or End2 by the trackside on-board controller. The calculation of the train's head depends on the train direction. Therefore, calculating the train direction is unavoidable for the trackside on-board controller.
[0003] A search of Chinese Patent Publication No. CN114655280A reveals a train reversing control method, device, and train. Specifically, it discloses the following steps when the train is located in a turnaround section: obtaining the first section of the train's second route; detecting whether the turnaround section and the first section possess the "light bulb wire" attribute; obtaining the locking direction of the first section if the turnaround section possesses the "light bulb wire" attribute; confirming the locking direction of the turnaround section based on the locking direction of the first section, wherein, if the first section possesses the "light bulb wire" attribute, the locking direction of the turnaround section is set to be opposite to the locking direction of the first section; if the first section does not possess the "light bulb wire" attribute, the locking direction of the turnaround section is set to be the same as the locking direction of the first section; and controlling the train reversing based on the locking direction of the turnaround section. However, the method provided by this prior art patent is only applicable to changes in train direction in turnaround scenarios, and this scenario requires the train to already have a train direction. It cannot be applied to calculating the train direction of non-polar vehicles in downgraded scenarios. Summary of the Invention
[0004] The purpose of this invention is to overcome the defects of the prior art by providing a method, apparatus, device and medium for calculating the degraded non-polar train direction.
[0005] The objective of this invention can be achieved through the following technical solutions:
[0006] According to a first aspect of the present invention, a method for calculating 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: Identify the degradation scenarios of the vehicle-to-vehicle communication system;
[0008] Step S2: Based on the different degradation scenarios identified in Step S1, formulate reference rules for non-polar train directions in the corresponding scenarios, and initialize the train direction based on the reference rules.
[0009] Step S3: Determine when the non-polar train passes the pole and update the non-polar train's direction based on the pole.
[0010] Step S4: Calculate the heading direction of the non-polar train based on the received ATS task, and update the heading direction based on the turnaround task.
[0011] As a preferred technical solution, the degradation scenarios in step S1 include:
[0012] When train communication is interrupted or the system crashes, non-polar train direction calculation is performed in the train re-education scenario.
[0013] When the train has no direction, perform non-polar train direction calculation in the train repositioning scenario;
[0014] When the train receives an ATS task, it performs non-polar train direction calculations under the train task scenario.
[0015] As a preferred technical solution, in step S2, for the train retraining scenario, the train direction is updated based on the unsafe positioning direction obtained from the retraining.
[0016] As a preferred technical solution, in step S2, for train repositioning scenarios, the train direction is updated by the positional relationship between the train end and the signal.
[0017] As a preferred technical solution, in step S2, for train mission scenarios, the train direction is updated by the mission direction.
[0018] As a preferred technical solution, in step S2, after the trackside on-board controller is powered on, the train direction of each train it controls is initialized, wherein the mileage increasing direction is set as End1 and the mileage decreasing direction is set as End2.
[0019] As a preferred technical solution, step S3 specifically includes:
[0020] Step S301: Configure the beacon near the pole;
[0021] Step S302: Determine the timing of the train passing the pole point;
[0022] Step S303: When the train head has passed the pole, change the train direction of the train head; when the train tail has left the pole, update the train direction of the train tail.
[0023] As a preferred technical solution, step S301 specifically involves: placing a beacon near the pole at a distance of half the train length, and marking the nearest beacons on both sides of the pole as a condition for the train to determine that it has passed the pole.
[0024] As a preferred technical solution, step S302 specifically involves: when the beacon ID read by the train is one of the marked beacons, and it is the first time 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 the task through the ATS, the train obtains the starting point, ending point and direction of the task based on the task information.
[0027] Step S402: Calculate the signal at the start and end points of the task based on the task information, calculate the safety envelope of the train based on the signal, and update the precise positioning of the train based on the safety envelope.
[0028] Step S403: Given that the train has been precisely positioned, determine the end of the train facing the mission direction as the locomotive head.
[0029] Step S404: Once the locomotive is determined, the train maintains the locomotive position unchanged except for tasks in the opposite direction.
[0030] According to a second aspect of the present invention, a calculation device for degrading non-polar train direction is provided, the device being used in a vehicle-to-vehicle communication system, the device comprising:
[0031] The system scenario identification module is used to identify degraded scenarios in the vehicle-to-vehicle communication system;
[0032] A reference rule module is used to formulate reference rules for non-polar train directions in different downgraded scenarios identified by the scenario module of the identification system, and to initialize the train direction based on the reference rules.
[0033] Update the train direction module to determine when a non-polar train passes the pole and update the non-polar train direction based on the pole.
[0034] The train heading direction calculation module is used to calculate the heading direction of non-polar trains based on the received ATS task, and update the heading direction based on the turnaround task.
[0035] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.
[0036] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.
[0037] Compared with the prior art, the present invention has the following advantages:
[0038] 1) This invention does not rely on line beacons, vehicle antennas and odometers, and considers calculating train direction in scenarios with heavy education, repositioning and reception tasks, thus improving the flexibility of non-polar train direction calculation.
[0039] 2) For the problem of non-polar trains passing through the pole, the present invention includes timing judgment when passing through the pole, as well as the change of train direction before and after passing through the pole. It also calculates the train head and keeps the train head direction unchanged when passing through the pole, which improves the applicability of non-polar train direction in the downgraded scenario.
[0040] 3) Once the train direction initialization is completed, the train direction remains unchanged in scenarios such as passing beacons, relocation, and receiving tasks, except when the poles can change the train direction, thus ensuring the stability of the train direction.
[0041] 4) This invention is applicable to complex line topologies including bulb lines, triangle lines, etc., and provides a coordinate system for trackside vehicle controllers. It can extend positioning and request resources according to the train direction, thus expanding the functional range of train positioning. Attached Figure Description
[0042] Figure 1 This is a flowchart illustrating the calculation of non-polar train direction in the downgraded scenario of this invention;
[0043] Figure 2 This is a schematic diagram of the direction of the educational calculation train of the present invention.
[0044] Figure 3 This is a schematic diagram illustrating the train direction calculation for repositioning according to the present invention;
[0045] Figure 4 This is a schematic diagram illustrating the calculation of train direction for the mission direction of this invention;
[0046] Figure 5 This is a schematic diagram illustrating the change in direction of the non-polar train when it passes the pole point according to the present invention;
[0047] Figure 6 This is a schematic diagram of the non-polar train direction calculation device in the downgraded scenario of the present invention. Detailed Implementation
[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.
[0049] In degraded scenarios, the trackside on-board controller can initialize the train direction based on the reliable direction that can be obtained according to the specific scenario. After initialization, the train direction can be maintained. The calculated train direction can be used as the input for the direction of the locomotive, non-safe positioning, and precise positioning. This invention does not rely on the odometer. While solving the problem of non-polar train direction in degraded scenarios, it expands the applicability of the solution in displaying train number windows on the ATS interface and calculating non-safe positioning directions.
[0050] The specific meaning of the re-education in this invention is: it refers to the transfer of resources between the two controllers of a train through the trackside resource controller (WRC). For example, the onboard controller requests 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 resource area A to the trackside train controller.
[0051] Train polarity refers to the orientation of the two ends of the train on the track. When a train runs on a track, if the orientation of the two ends of the train does not change relative to the increasing direction of track mileage, then the train's polarity does not change. Trains running on such tracks are called polarized trains or polarized cars. When there are special track sections such as bulb lines, triangle lines, figure-eight lines, or loop lines that cause trains to lose polarity, the orientation of the two ends of the train relative to the increasing direction of track mileage will change when the train passes through these special track sections, that is, the train's polarity will change. Trains running on such tracks are called non-polarized trains or non-polarized cars. The coordinate point on the track that causes the train's polarity to change is called the pole.
[0052] like Figure 1 As shown, the present invention provides a method for calculating the degraded non-polar train direction. This method is used in a vehicle-to-vehicle communication system and includes the following steps:
[0053] Step S1: Identify the degradation scenarios of the vehicle-to-vehicle communication system;
[0054] Step S2: Based on the different degradation scenarios identified in Step S1, formulate reference rules for non-polar train directions in the corresponding scenarios, and initialize the train direction based on the reference rules.
[0055] Step S3: Determine when the non-polar train passes the pole and update the non-polar train's direction based on the pole.
[0056] Step S4: Calculate the heading direction of the non-polar train based on the received ATS task, and update the heading direction based on the turnaround task.
[0057] Based on this, refer to Figure 2 and Figure 3 This invention provides a detailed method for calculating the direction of non-polar trains in a downgraded scenario.
[0058] First refer to Figure 2 This invention introduces a method for calculating the non-polar train direction during relocation in a downgraded scenario, including the following steps:
[0059] Step 100: The train receives re-education information; when the train communication is interrupted or crashes, the on-board subsystem is downgraded to the trackside-controlled on-board subsystem; the server will transfer control of the train to the trackside on-board controller, and at the same time the trackside resource manager will re-educate the location information to the trackside on-board subsystem.
[0060] Step 101: Update the train direction with the unsafe positioning direction obtained from the re-education; Based on the unsafe positioning and its direction obtained from the re-education, the trackside on-board controller will obtain the correct train direction and keep it unchanged from the train direction before the re-education.
[0061] Step 102, as follows Figure 2 As shown, before the relocation, the train had no direction information. According to the relocation information, End1, which was not in a safe location, was facing the direction of the greater mileage, and End2 was facing the direction of the lesser mileage. Therefore, the train's direction after the relocation was updated using the direction of the unsafe location was End1 facing the direction of the greater mileage and End2 facing the direction of the lesser mileage.
[0062] Step 103: The train receives a repositioning command. When the train has no direction, the dispatcher will reposition the train using signals. During the repositioning process, the direction of the non-polar train can be initialized according to the repositioning signal.
[0063] Step 104, re-education: designate the end of the train closest to the signal as End1. After the train has finished inserting, there is no train direction. If the train is within 5 meters in front of the signal, the train direction can be updated by designating the end of the train closest to the signal as End1.
[0064] Step 105, as follows Figure 3 As shown, when a vehicle is within 16 meters of the signal, the dispatcher performs repositioning on the ATS interface. The vehicle end closer to the signal is defined as End1, and the vehicle end farther from the signal is defined as End2.
[0065] Step 106, Train Power-On Initialization. Once the trackside onboard subsystem is powered on, it initializes the train direction for each train it controls.
[0066] Step 107: After power-on, the direction with the largest mileage is designated as End1. After power-on, although the trackside onboard controller does not know its own track, it can locate the direction with increasing mileage as End1 and the direction with decreasing mileage as End2.
[0067] Step 108, Train retraining failed. When the trackside onboard controller gains control of the train but has not obtained the retraining location information, it cannot initialize the train direction using the retraining location. This scenario requires the establishment of reference rules.
[0068] Step 109, re-education failure is addressed with the task direction as End1. For example... Figure 4 As shown, after a retraining failure, the train direction cannot be calculated based on the retraining location information. At this time, the train has no task and no location, and cannot move. When an ATS task is received, the task direction can be used as End1 and the opposite direction as End2 to update the train direction.
[0069] Step 110: Configure beacons near the pole. Position the coordinates of the area 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 the train to determine if it has passed the pole.
[0070] Step 111, as follows Figure 5 As shown, when the train reads the beacon ID as the marked beacon B1 and it is passing the marked beacon for the first time, it is determined that the front of the train has crossed the pole; when it reads the second marked beacon B2, it is determined that the rear of the train has left the pole.
[0071] Step 112: Update the train direction. Before the train head (End1) crosses the pole, End1 faces Up and End faces Down. When the train reaches B1, the train head has already passed the pole, so the train direction of the train head is changed to End1 facing Down and End2 facing Down. When the train passes B2, the train tail has left the pole, so the train direction of the train tail is updated to End1 facing Down and End2 facing Up.
[0072] Step 113: Receive ATS task. After the scheduler issues a task through ATS, the starting point Plf1, ending point Plf2, and direction Up of the task can be obtained based on the task.
[0073] Step 114: Calculate precise positioning. Based on the task, the signal S2 at the start and end points of the task can be calculated, and the safety envelope of the train can be calculated based on the signal. The precise positioning of the train is then updated using the safety envelope.
[0074] Step 115: Determine the direction of the train's heading. Given the train's precise positioning, regardless of whether the mission is in progress, completed, or canceled, the end of the train in the mission direction can be identified as the train's heading.
[0075] Step 116, maintain the head direction of the train. Once the head direction of the train is determined, except for tasks in the opposite direction, even when passing the pole, the train should maintain the head direction 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, it is the head of the train, and End1.kp > End2.kp. After passing the pole, End1.kp < End2.kp. Therefore, in each cycle, if it is judged that End1.kp < End2.kp is satisfied, the head direction of the train can be maintained unchanged because the head is in the direction of the smaller mileage. 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 calculation device for downgrading the non-polar train direction of the present invention is used for the vehicle-to-vehicle communication system. The device includes:
[0079] An identification system scenario module for identifying the downgrading scenarios of the vehicle-to-vehicle communication system;
[0080] A reference rule formulation module for formulating reference rules for the non-polar train direction in corresponding scenarios according to different downgrading scenarios identified by the identification system scenario module, and initializing the train direction based on the reference rules;
[0081] A train direction update module for determining the timing of the non-polar train passing the pole and updating the non-polar train direction according to the pole;
[0082] A head direction calculation module for calculating the head direction of the non-polar train according to the received ATS task and updating the 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 authority 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 fails to obtain the retraining location information, it cannot initialize the train direction using the retraining location data. This scenario requires the establishment of reference rules.
[0088] The module for formulating reference rules specifically includes:
[0089] The retraining process updates the train's direction using the unsafe positioning direction. Based on the unsafe positioning and direction obtained from the retraining, the trackside on-board controller obtains the correct train direction, maintaining the same direction as before the retraining.
[0090] Repositioning is done with the end of the train closest to the signal as End1. After a train has finished inserting another car, it has no direction. If the train is within 5 meters in front of the signal, the direction can be updated by setting the end of the train closest to the signal as End1.
[0091] After power-on, the direction with the largest mileage is designated as End1. After power-on, although the trackside onboard controller does not know its own track, it can locate the direction with increasing mileage as End1 and the direction with decreasing mileage as End2.
[0092] If retraining fails, the mission direction is set as End1. After a retraining failure, the train direction cannot be calculated based on the retraining location information. At this time, the train has no mission and no location, and cannot move. When an ATS mission is received, the mission direction can be set as End1, and the opposite direction as End2 to update the train direction.
[0093] The updated 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 the train to determine that it has passed the pole;
[0095] Determine when the train passes the pole. When the beacon ID read by the train matches one of the marked beacons, and it is the first time the train has passed 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.
[0096] Update the train's direction. When the front of the train has passed the pole, change the direction of the front of the train; when the rear of the train has left the pole, update the direction of the rear of the train.
[0097] The module for calculating the vehicle's heading specifically includes:
[0098] Receive ATS tasks. After the scheduler issues a task through the ATS, the start point, end point, and direction of the task can be obtained based on the task.
[0099] Calculate precise positioning. Based on the task, the signals at the start and end points of the task can be calculated, and the safety envelope of the train can be calculated based on the signals, updating the precise positioning of the train with the safety envelope.
[0100] Determine the direction of the locomotive. Given the train's precise positioning, regardless of whether the mission is in progress, completed, or canceled, the end of the train in the mission direction can be identified as the locomotive.
[0101] Maintain the direction of the locomotive. Once the locomotive is determined, except for tasks in the opposite direction, the train should keep the locomotive in the same direction even when passing through extreme points.
[0102] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.
[0103] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.
[0104] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.
[0105] The processing unit executes the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S4 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S4 by any other suitable means (e.g., by means of firmware).
[0106] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.
[0107] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone 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 this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (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 these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.
Claims
1. A method for calculating the direction of a degraded non-polar train, characterized in that, This method is used in a vehicle-to-vehicle communication system, and the method includes the following steps: Step S1: Identify the degradation scenarios of the vehicle-to-vehicle communication system; Step S2: Based on the different degradation scenarios identified in Step S1, formulate reference rules for non-polar train directions in the corresponding scenarios, and initialize the train direction based on the reference rules. Step S3: Determine when the non-polar train passes the pole and update the non-polar train's direction based on the pole. Step S4: Calculate the heading direction of the non-polar train based on the received ATS task, and update the heading direction based on the turnaround task. The downgrade scenarios in step S1 include: When train communication is interrupted or the system crashes, non-polar train direction calculation is performed in the train re-education scenario. When the train has no direction, perform non-polar train direction calculation in the train repositioning scenario; When the train receives an ATS task, it performs non-polar train direction calculations under the train task scenario. In step S2, for the train retraining scenario, the train direction is updated based on the unsafe positioning direction obtained from the retraining. In step S2, for the train repositioning scenario, the train direction is updated by the positional relationship between the vehicle and the signal. In step S2, for train mission scenarios, the train direction is updated by the mission direction; Step S3 specifically includes: Step S301: Configure the beacon near the pole; Step S302: Determine the timing of the train passing the pole point; Step S303: When the train head has passed the pole, change the train direction of the train head; when the train tail has left the pole, update the train direction of the train tail. Step S4 specifically includes: Step S401: After the dispatcher issues the task through the ATS, the train obtains the starting point, ending point and direction of the task based on the task information. Step S402: Calculate the signal at the start and end points of the task based on the task information, calculate the safety envelope of the train based on the signal, and update the precise positioning of the train based on the safety envelope. Step S403: Given that the train has been precisely positioned, determine the end of the train facing the mission direction as the locomotive head. Step S404: Once the locomotive is determined, the train maintains the locomotive position unchanged except for tasks in the opposite direction.
2. The method for calculating the degraded non-polar train direction according to claim 1, characterized in that, In step S2, after the trackside on-board controller is powered on, it initializes the train direction for each train it controls, wherein the mileage increasing direction is set as End1 and the mileage decreasing direction is set as End2.
3. The method for calculating the degraded non-polar train direction according to claim 1, characterized in that, Specifically, step S301 involves placing a beacon near the pole at a distance of half the train length and marking the nearest beacons on both sides of the pole as a condition for the train to determine if it has passed the pole.
4. The method for calculating the degraded non-polar train direction according to claim 3, characterized in that, Specifically, step S302 is as follows: when the beacon ID read by the train is one of the marked beacons and it is the first time 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.
5. A calculation device for degrading non-polar train direction, characterized in that, This device is used in a vehicle-to-vehicle communication system, and the device includes: The system scenario identification module is used to identify degraded scenarios in the vehicle-to-vehicle communication system; A reference rule module is used to formulate reference rules for non-polar train directions in different downgraded scenarios identified by the scenario module of the identification system, and to initialize the train direction based on the reference rules. Update the train direction module to determine when a non-polar train passes the pole and update the non-polar train direction based on the pole. The train heading calculation module is used to calculate the train heading direction of non-polar trains based on the received ATS task, and update the train heading direction according to the turnaround task. The downgrade scenarios include: When train communication is interrupted or the system crashes, non-polar train direction calculation is performed in the train re-education scenario. When the train has no direction, perform non-polar train direction calculation in the train repositioning scenario; When the train receives an ATS task, it performs non-polar train direction calculations under the train task scenario. In the scenario of retraining for trains, the train direction is updated based on the non-safe positioning direction obtained from the retraining. In train repositioning scenarios, the train direction is updated based on the positional relationship between the train and the signal. In train mission scenarios, the train direction is updated based on the mission direction; The specific implementation process of the updated train direction module includes: Step S301: Configure the beacon near the pole; Step S302: Determine the timing of the train passing the pole point; Step S303: When the train head has passed the pole, change the train direction of the train head; when the train tail has left the pole, update the train direction of the train tail. The specific implementation process of the module for calculating the vehicle's heading direction includes: Step S401: After the dispatcher issues the task through the ATS, the train obtains the starting point, ending point and direction of the task based on the task information. Step S402: Calculate the signal at the start and end points of the task based on the task information, calculate the safety envelope of the train based on the signal, and update the precise positioning of the train based on the safety envelope. Step S403: Given that the train has been precisely positioned, determine the end of the train facing the mission direction as the locomotive head. Step S404: Once the locomotive is determined, the train maintains the locomotive position unchanged except for tasks in the opposite direction.
6. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 4.
7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 4.