Method and device for automatically generating inter-station line data of train control system and electronic equipment

Abstract

The invention discloses an inter-station line automatic generation method and device of a train control system and electronic equipment, and belongs to the field of train control and information interaction. The method comprises the steps that current position information reported by a train and a pre-configured static data configuration table are obtained, the current position information comprises an identifier of a first transponder of a first station where the train passes currently, and the static data configuration table comprises static data between stations in all operation plan ranges; according to the identifier of the first transponder and the static data in the static data configuration table, automatically calculating train data in the operation plan range; and sending the train data to an automatic train operation system ATO to control the train to operate according to the train data. The train data can be automatically generated, the labor cost and human errors are reduced, and the safety and accuracy of train operation are ensured.

Description

Technical Field

[0001] The present application relates to the field of train control and information interaction, and in particular to a method, device and electronic equipment for automatically generating inter-station line data of a train control system. Background Art

[0002] The line data in the Automatic Train Operation (ATO) system includes train data such as line gradient, line speed, station-to-station distance, and temporary speed restrictions. According to the latest regulations of the China Railway Administration, the Temporary Speed ​​Restriction Server (TSRS) must send train data to the ATO that is compatible with the operation plan range.

[0003] Currently, the line data sent by TSRS to the ATO is static data. This means that the data tool generates fixed data and then compiles it into the program. When the line is complex and has many branches, all possible operation plans and transponders must be manually listed to generate the relevant train data, which is time-consuming and prone to errors. Furthermore, when trains run across dispatch boundaries, the limited length of the configuration data in the local temporary speed limit server cannot guarantee the continuity of train data. Furthermore, due to the modification of adjacent temporary speed limit servers, the consistency of the train data on the local temporary speed limit server cannot be guaranteed. Summary of the Invention

[0004] This application aims to solve at least one of the technical problems existing in the related art. To this end, this application proposes a method, device, and electronic equipment for automatically generating inter-station line data for a train control system, which can automatically generate train data, save labor costs and human errors, and ensure the safety and accuracy of train operation.

[0005] In a first aspect, the present application provides a method for automatically generating inter-station lines in a train control system, which is applied to a temporary speed limit server TSRS, comprising:

[0006] Obtaining current position information reported by the train and a pre-configured static data configuration table, wherein the current position information includes an identifier of a first balise of a first station currently passed by the train, and the static data configuration table includes static data between each station in each operation plan range;

[0007] Automatically calculate the train data within the operation plan range according to the identifier of the first transponder and the static data in the static data configuration table;

[0008] The train data is sent to an automatic train operation system ATO to control the train to operate according to the train data.

[0009] In a second aspect, the present application provides a device for automatically generating inter-station lines in a train control system, the device comprising:

[0010] an acquisition module, configured to acquire current position information reported by a train and a pre-configured static data configuration table, wherein the current position information includes an identifier of a first balise of a first station currently passed by the train, and the static data configuration table includes static data between each station within each operation plan range;

[0011] a calculation module, configured to automatically calculate train data within the operation plan range according to the identifier of the first transponder and the static data in the static data configuration table;

[0012] The sending module is used to send the train data to the automatic train operation system ATO to control the train to run according to the train data.

[0013] In a third aspect, the present application provides an electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, the method for automatically generating inter-station lines of the train control system as described in the first aspect above is implemented.

[0014] In a fourth aspect, the present application provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method for automatically generating inter-station lines of a train control system as described in the first aspect above.

[0015] In a fifth aspect, the present application provides a chip, which includes a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used to run programs or instructions to implement the method for automatically generating inter-station lines in the train control system as described in the first aspect.

[0016] In a sixth aspect, the present application provides a computer program product, comprising a computer program, which, when executed by a processor, implements the method for automatically generating inter-station lines in a train control system as described in the first aspect above.

[0017] The above one or more technical solutions in the embodiments of the present application have at least the following technical effects:

[0018] The method, device and electronic equipment for automatically generating inter-station lines of a train control system provided in the embodiments of the present application obtain the current position information and static data configuration table reported by the train, automatically calculate the train data within the operation plan range according to the identifier of the first transponder of the first station currently passed by the train in the current position information and the static data in the static data configuration table, and finally send the automatically calculated train data to the ATO so that the ATO controls the train operation according to the train data. The train data required for the train operation is automatically calculated through TSRS without the participation of human beings, which greatly saves labor costs and human errors, and ensures the safety and accuracy of the train operation.

[0019] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0021] Figure 1 This is one of the flow charts of the method for automatically generating inter-station lines in a train control system provided in an embodiment of the present application;

[0022] Figure 2 This is the second flow chart of the method for automatically generating inter-station lines in a train control system provided in an embodiment of the present application;

[0023] Figure 3 This is a schematic diagram of the composition of each station and the data between each station within the scope of the operation plan provided by the embodiment of the present application;

[0024] Figure 4 This is a schematic diagram of train data splicing of the current TSRS and adjacent TSRS provided in an embodiment of the present application;

[0025] Figure 5 This is a schematic diagram of the structure of an automatic generation device for inter-station lines in a train control system according to an embodiment of the present application;

[0026] Figure 6 It is a structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0027] The following will be combined with the accompanying drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field are within the scope of protection of this application.

[0028] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0029] The following, in conjunction with the accompanying drawings, describes in detail the method for automatically generating inter-station lines in a train control system, the device for automatically generating inter-station lines in a train control system, the electronic device, and the readable storage medium provided in the embodiments of the present application through specific embodiments and their application scenarios.

[0030] The method for automatically generating inter-station lines in a train control system may be applied to a terminal, and may be specifically executed by hardware or software in the terminal. Specifically, the terminal may be a temporary speed limit server TSRS.

[0031] The method for automatically generating inter-station lines for a train control system provided in an embodiment of the present application may be executed by an electronic device or a functional module or functional entity in the electronic device that is capable of implementing the method for automatically generating inter-station lines for the train control system. The electronic devices mentioned in the embodiment of the present application include but are not limited to mobile phones, tablet computers, computers, cameras, and wearable devices. The method for automatically generating inter-station lines for a train control system provided in an embodiment of the present application is described below using an electronic device as an example of the execution entity.

[0032] like Figure 1 As shown, the automatic generation method of inter-station lines of the train control system is applied to the temporary speed limit server TSRS, including:

[0033] S100, obtain the current position information reported by the train and a pre-configured static data configuration table, wherein the current position information includes the identifier of the first transponder of the first station that the train currently passes, and the static data configuration table contains static data between each station in each operation plan range.

[0034] S200: Automatically calculate the train data within the operation plan range according to the identifier of the first transponder and the static data in the static data configuration table.

[0035] S300: Send the train data to an automatic train operation system ATO to control the train to operate according to the train data.

[0036] The method for automatically generating inter-station lines of a train control system provided in an embodiment of the present application obtains the current position information and static data configuration table reported by the train, automatically calculates the train data within the operation plan range according to the identifier of the first transponder of the first station currently passed by the train in the current position information and the static data in the static data configuration table, and finally sends the automatically calculated train data to the ATO so that the ATO controls the train operation according to the train data. This method automatically calculates the train data required for the train operation through TSRS without the participation of human beings, greatly saves labor costs and human errors, and ensures the safety and accuracy of the train operation.

[0037] It should be noted that the static data configuration table is pre-configured, and the static data configuration table may include a line data table, a speed data table, and a slope data table. Of course, the static data configuration table may also have only one table, which includes various data information of the line data table, the speed data table, and the slope data table. Among them, the line data table includes but is not limited to the identification (number) of the transponders corresponding to each station within the operation plan range, the kilometer mark of each transponder, the identification (number) of the next station corresponding to each transponder, the distance information between each transponder and the transponder of the next station, the line number, and the sending flag of whether the train data is sent to the ATO (including sending or not). In some embodiments, the transponder of each station may include an anti-entry transponder, an exit transponder, and a departure transponder, wherein the first station within the operation plan range may not be provided with a corresponding exit transponder. The line data table may also include distance information between the anti-entry transponders between each station, distance information between the anti-entry transponder and the exit transponder, and distance information between the anti-entry transponder and a departure transponder. The speed data table includes but is not limited to the serial number corresponding to each speed, the route segment corresponding to each speed, the speed value of each speed, and the section length of the route segment corresponding to each speed; the slope data table includes but is not limited to the serial number corresponding to each slope, the route segment corresponding to each slope, the section length of the route segment corresponding to each slope, and the slope value and slope identifier corresponding to each slope, where the slope value represents the angle of the slope relative to the horizontal plane, and the slope identifier represents uphill or downhill.

[0038] It is worth noting that the train data at least includes line distance data, slope data, speed data, temporary speed limit data, station length data and line splicing data.

[0039] In some embodiments, step S300 includes: packaging the train data according to the train-ground protocol and sending the data to the train ATO.

[0040] In some embodiments, the train data includes at least one of line distance data, slope data, speed data, temporary speed limit data, and line splicing data. Figure 2 As shown, step S200 includes:

[0041] S210: Obtain the distance information between each transponder within the operation plan range from the static data configuration table according to the identifier of the first transponder, and calculate the line distance data according to the distance information between each transponder.

[0042] It is understandable that the existing static data configuration table obtains the distance information between the balises corresponding to each station, and then calculates the line distance data based on the distance information between each balise, which is simple and efficient. For example: the operation plan range consists of three stations A, B, and C and two intervals between the three stations. Figure 3 As shown, the distance information D1 between the transponders at Station A and Station B can be obtained from the static data configuration table, followed by the distance information D3 between the transponders at Station B and Station C. The line distance data from Station A to Station C can then be obtained by adding D1 and D3. Of course, the line distance data from Station A to Station C can also be directly calculated using the kilometer mark on the transponder at Station A and the kilometer mark on the transponder at Station C. The specific calculation depends on the static data included in the static data configuration table and the definition of the line distance data from Station A to Station C.

[0043] S220, obtaining initial slope data and initial speed data in a matching route segment from the static data configuration table according to the route distance data, and converting the initial slope data and the initial speed data into first slope data and first speed data within a current operation plan range, wherein the matching route segment is a route segment that overlaps with the current route segment corresponding to the route distance data.

[0044] Since the reference basis of the static data given in the static data configuration table may be different from the reference basis of the operation plan range, it is necessary to convert the data format of the static data obtained from the static data configuration table, such as the format conversion of gradient data, speed data, etc., so as to subsequently splice with the relevant train data in the adjacent TSRS and / or send train data to ATO. It is worth noting that the matching route segment is a route segment intercepted from the static data configuration table and overlaps with the current route segment corresponding to the route distance data. For example: the current route segment is 3156m~5500m, and the route segment corresponding to a certain speed or slope is 3000m~3500m, then the first matching route segment is 3156m~3500m; for another example: if the route segment corresponding to a certain speed or slope is 4000m~5000m, then the second matching route segment is 4000m~5000m; for another example: if the route segment corresponding to a certain speed or slope is 5000m~6000m, then the third matching route segment is 5000m~5500m. It can be understood that the matching route segments in this embodiment may include the first, second, and third matching route segments.

[0045] S230, according to the line distance data, query the successfully executed historical temporary speed limit data issued by the centralized scheduling system CTC to obtain the initial temporary speed limit data corresponding to the matching line segment, and convert the initial temporary speed limit data into the first temporary speed limit data within the current operation plan range.

[0046] Because the reference basis for historical temporary speed limit data issued by the CTC may differ from that for the operational plan range, the data format of the historical temporary speed limit data also needs to be converted to prevent subsequent splicing with related train data in the adjacent TSRS and / or transmission of train data to the ATO. It is understood that the matching route segment in this embodiment has the same meaning as the slope or speed described above, except that the route segment in this embodiment is intercepted from the historical temporary speed limit data.

[0047] It can be understood that there is no particular order between step S220 and step S230.

[0048] S240, obtain second slope data, second speed data, and second temporary speed limit data in an adjacent TSRS, splice the first slope data with the second slope data to obtain spliced ​​slope data, splice the first speed data with the second speed data to obtain spliced ​​speed data, and splice the first temporary speed limit data with the second temporary speed limit data to obtain spliced ​​temporary speed limit data.

[0049] Based on the first gradient data, the first speed data, and the first temporary speed limit data obtained in the aforementioned steps S220 and S230, the second gradient data, the second speed data, and the second temporary speed limit data in the adjacent TSRS are obtained, and then the corresponding data are spliced ​​respectively to obtain corresponding spliced ​​data, so as to realize automatic splicing of train data between the current TSRS and the adjacent TSRS when the train runs across the dispatching station, thereby ensuring the continuity of the train data.

[0050] In some embodiments, the first transponder is a first anti-entry transponder, and step S200 further includes:

[0051] S250, obtain the kilometer mark of the first anti-entry transponder and the kilometer mark of the exit transponder of each station within the current operation plan from the static data configuration table; calculate the inter-station length data between the first station and each station based on the kilometer mark of the first anti-entry transponder and the kilometer mark of the exit transponder of each station.

[0052] This embodiment can realize automatic calculation of the length data between stations, save labor costs and human errors, and ensure the safety and accuracy of train operation.

[0053] refer to Figure 3If the first anti-entry balise is the anti-entry balise of Station A, then to calculate the inter-station length between Station A and Station B, the kilometer mark of the first anti-entry balise and the kilometer mark of the exit balise of Station B are obtained from the static data configuration table. The kilometer mark of the exit balise of Station B minus the kilometer mark of the first anti-entry balise is used to obtain the inter-station length between Station A and Station B, that is, Figure 3 The length between the middle stations is 1. Similarly, if the length between stations A and C is calculated, the kilometer mark of the first anti-entry balise and the kilometer mark of the exit balise of station C are obtained from the static data configuration table, and then the kilometer mark of the exit balise of station C minus the kilometer mark of the first anti-entry balise is obtained to obtain the length between stations A and C, that is, Figure 3 The length between stations is 2.

[0054] In some embodiments, step S210 specifically includes:

[0055] Obtain the identification of the anti-entry transponder of each station within the operation plan except the first station and the terminal station, and obtain the identification of a departure transponder of the terminal station.

[0056] According to the identifier of the first anti-entry transponder, the identifier of the anti-entry transponder of each station and the identifier of a departure transponder of the terminal station, the first distance information between each adjacent anti-entry transponder and the second distance information between a departure transponder of the terminal station and the anti-entry transponder of the previous station are obtained from the static data configuration table, and the sum of the first distance information and the second distance information is calculated as the line distance data.

[0057] In this embodiment, the distance between the first anti-entry transponder of the first station within the operation plan range and a departure transponder of the terminal station is used as the line distance data. Therefore, the identification of the anti-entry transponder of each station within the operation plan range except the first station and the terminal station is obtained, and the identification of a departure transponder of the terminal station is obtained. The first distance information between each adjacent anti-entry transponder and the second distance information between a departure transponder of the terminal station and the anti-entry transponder of the previous station are obtained from the static data configuration table, and the sum of each first distance information and the second distance information is calculated to obtain the line distance data.

[0058] It is understandable that this embodiment is only a relatively simple implementation method for calculating line distance data. Of course, the line distance data can also be calculated based on the kilometer mark of the anti-entry transponder of each station and the kilometer mark of the departure transponder of the terminal station. The specific details depend on the static data that can be provided by the static data configuration table.

[0059] In some embodiments, step S220 specifically includes:

[0060] Acquire the initial gradient data of at least one gradient and the initial speed data of at least one speed in the matching route segment from the static data configuration table according to the route distance data;

[0061] Using the distance between the starting point of the first slope and the first transponder as the target slope distance of the first slope, using the starting points of other slopes and the starting point of the previous slope as the target slope distances of the corresponding slopes, using the initial slope identifier and the initial slope value in the initial slope data of each slope as the target slope identifier and target slope value of the corresponding slope, and obtaining the first slope data from the target slope distances, target slope identifiers and / or target slope values ​​of each slope;

[0062] The distance between the starting point of the first speed and the first transponder is used as the target speed distance of the first speed, the starting points of other speeds and the starting point of the previous speed are used as the target distances of the corresponding speeds, and the initial speed value in the initial speed data of each speed is used as the target speed value of the corresponding speed. The first speed data is obtained from the target speed distances and target speed values ​​of each speed.

[0063] It is understandable that since the reference basis of the static data given in the static data configuration table may be different from the reference basis of the operation plan range, the static data obtained from the static data configuration table needs to be converted. In this embodiment, if there are multiple slopes in the matching line segment, the distance between the starting point of the first slope and the first transponder is used as the target slope distance of the first slope, which can be recorded as DL1, the distance from the starting point of the second slope to the starting point of the first slope is used as the target slope distance of the second slope, which can be recorded as DL2, and the distance from the starting point of the third slope to the starting point of the second slope is used as the target slope distance of the third slope, which can be recorded as DL3, and so on, until the target slope distances of all slopes in the matching line segment are calculated; at the same time, since the slope identifier and slope value of each slope will not change, the initial slope identifier and The initial slope value is used as the target slope identifier and target slope value corresponding to each slope, and the initial slope length of each slope and the overlapping line segment of the line distance data are used as the target slope length corresponding to each slope, that is, the target slope identifier of the first slope is recorded as Q1, the target slope value is recorded as G1, and the target slope length is recorded as SQ1; the target slope identifier of the second slope is recorded as Q2, the target slope value is recorded as G2, and the target slope length is SQ2; the target slope identifier of the third slope is recorded as Q3, the target slope value is recorded as G3, and the target slope length is SQ3... until the target slope distance, target slope identifier, target slope value, and target slope length of all slopes in the matching line segment are recorded as the first slope data of the current TSRS.

[0064] Similarly, if there are multiple speeds in the matching line segment, the distance between the starting point of the first speed and the first transponder is used as the target speed distance of the first speed, which can be recorded as DS1, the distance from the starting point of the second speed to the starting point of the first speed is used as the target speed distance of the second speed, which can be recorded as DS2, the distance from the starting point of the third speed to the starting point of the second speed is used as the target speed distance of the third speed, which can be recorded as DS3, and so on, until the target speed distances of all speeds in the matching line segment are calculated; at the same time, since the speed value of each speed will not change, the initial speed value of each speed obtained from the static data configuration table can be used as the target speed value corresponding to each speed, and the overlapping line segment of the initial speed length of each speed in the static data configuration table and the line distance data is used as the target speed length corresponding to each speed, that is, the target speed value of the first speed is recorded as V1, the target speed length is recorded as SL1, the target speed value of the second speed is recorded as V2, the target speed length is recorded as SL2, the target speed value of the third speed is recorded as V3, the target speed length is recorded as SL3, ... until the target speed distances and target speed values ​​of all speeds in the matching line segment are recorded as the first speed data of the current TSRS.

[0065] In some embodiments, step S230 specifically includes:

[0066] At least one of the initial temporary speed limit data corresponding to the matching route segment is obtained by querying the historical temporary speed limit data.

[0067] The distance between the starting point of each temporary speed limit and the first transponder is used as the target speed limit distance of each temporary speed limit, the initial speed limit speed value in the initial temporary speed limit data of each temporary speed limit is used as the target speed limit speed value of the corresponding temporary speed limit, the initial speed limit length of each temporary speed limit and the overlapping line segment of the line distance data are used as the target speed limit length, and the first temporary speed limit data is obtained from the target speed limit distance, target speed limit length and / or target speed limit speed value of each temporary speed limit.

[0068] It is understandable that since the reference basis of the historical temporary speed limit data issued by CTC may be different from the reference basis of the operation plan range, the data format of the historical temporary speed limit data also needs to be converted. In this embodiment, if there are multiple temporary speed limits in the matching line segment, the distance between the starting point of the first temporary speed limit and the first transponder is used as the target speed limit distance of the first temporary speed limit, which can be recorded as S1 (it is understandable that if the starting point of the first temporary speed limit is before the operation plan range, then S1=0), the distance from the starting point of the second temporary speed limit to the first transponder is used as the target speed limit distance of the second temporary speed limit, which can be recorded as S2, the distance from the starting point of the third temporary speed limit to the first transponder is used as the target speed limit distance of the third temporary speed limit, which can be recorded as S3, and so on, until the target speed limit distances of all temporary speed limits in the matching line segment are calculated; at the same time, due to the speed limit value and speed limit length of each temporary speed limit, The speed will not change, so the initial speed limit value of each temporary speed limit obtained from the historical temporary speed limit data can be used as the target speed limit value corresponding to each temporary speed limit, and the initial speed limit length of each temporary speed limit and the overlapping line segment of the line distance data can be used as the target speed limit length, that is, the target speed limit value of the first temporary speed limit is recorded as LV1, and the target speed limit length is L1, the target speed limit value of the second temporary speed limit is recorded as LV2, and the target speed limit length is L2, the target speed limit value of the third temporary speed limit is recorded as LV3, and the target speed limit length is L3, ... until the target speed limit distances and target speed limit values ​​of all speeds in the matching line segment are recorded as the first speed data of the current TSRS.

[0069] In some embodiments, step S240 of splicing the first slope data and the second slope data to obtain spliced ​​slope data specifically includes:

[0070] Determine whether the target slope identifier and target slope value of the last slope in the current TSRS are consistent with the target slope identifier and target slope value of the first slope in the adjacent TSRS;

[0071] If they are consistent, the sum of the slope length of the last slope in the current TSRS and the slope length of the first slope in the adjacent TSRS is used as the slope length of the spliced ​​slope, the number of slopes is updated to the sum of the number of slopes of the current TSRS and the adjacent TSRS minus one, and the slope data of the spliced ​​slope, the first slope data, the second slope data of each slope in the current TSRS and the adjacent TSRS, and the updated number of slopes are used as the spliced ​​slope data;

[0072] If they are inconsistent, the number of slopes is updated to the sum of the number of slopes of the current TSRS and the adjacent TSRS, and the first slope data, the second slope data and the updated number of slopes of each slope in the current TSRS and the adjacent TSRS are used as the spliced ​​slope data.

[0073] It can be understood that when splicing the first slope data in the current TSRS with the second slope data in the adjacent TSRS, it is first determined whether the target slope identifier and target slope value of the last slope in the current TSRS are consistent with the target slope identifier and target slope value of the first slope in the adjacent TSRS. If they are consistent, it can be considered that the last slope in the current TSRS and the first slope in the adjacent TSRS are actually one slope. Then, the sum of the slope length of the last slope in the current TSRS and the slope length of the first slope in the adjacent TSRS is used as the slope length of the spliced ​​slope, and the number of slopes is updated to the sum of the number of slopes of the current TSRS and the adjacent TSRS minus one. The slope data of the spliced ​​slope, the first slope data of each slope in the current TSRS and the adjacent TSRS, the second slope data, and the updated number of slopes are used as the spliced ​​slope data. If they are inconsistent, it can be considered that the last slope in the current TSRS and the first slope in the adjacent TSRS are not the same slope. At this time, the number of slopes is updated to the sum of the number of slopes of the current TSRS and the adjacent TSRS, and the first slope data, second slope data and updated number of slopes of each slope in the current TSRS and the adjacent TSRS are used as spliced ​​slope data.

[0074] The step S240 of splicing the first speed data and the second speed data to obtain spliced ​​speed data includes:

[0075] The sum of the speed numbers of the current TSRS and the adjacent TSRS is used as the updated speed number, and the first speed data, the second speed data and the updated speed number of each speed in the current TSRS and the adjacent TSRS are used as the spliced ​​speed data.

[0076] Similar to the aforementioned slope splicing, the speed can change at any time. Since there is no identical speed, the sum of the speed numbers of the current TSRS and the adjacent TSRS is directly used as the updated speed number, and the first speed data, second speed data and updated speed number of each speed in the current TSRS and the adjacent TSRS are used as the spliced ​​speed data.

[0077] The step S240 of splicing the first temporary speed limit data and the second temporary speed limit data to obtain spliced ​​temporary speed limit data includes:

[0078] The sum of the numbers of temporary speed limits of the current TSRS and the adjacent TSRS is used as the updated number of temporary speed limits, and the first temporary speed limit data, the second temporary speed limit data and the updated number of temporary speed limits of each temporary speed limit in the current TSRS and the adjacent TSRS are used as the spliced ​​temporary speed limit data.

[0079] Similar to the aforementioned speed splicing, the sum of the number of temporary speed limits of the current TSRS and the adjacent TSRS is directly used as the updated number of temporary speed limits, and the first temporary speed limit data, the second temporary speed limit data and the updated number of temporary speed limits of each temporary speed limit in the current TSRS and the adjacent TSRS are used as the spliced ​​temporary speed limit data.

[0080] In some embodiments, step S240 further specifically includes:

[0081] Obtaining, according to the cross-dispatching boundary operation plan of the train, an identifier of a TSRS adjacent to the current TSRS, and periodically obtaining second data to be spliced ​​from the adjacent TSRS according to the identifier of the adjacent TSRS, the second data to be spliced ​​comprising second gradient data, second speed data, and second temporary speed limit data;

[0082] Determining whether the second data to be spliced ​​satisfies a CRC (Cyclic Redundancy Check) check and whether its data format is consistent with the format of the first data to be spliced ​​in the current TSRS; wherein the first data to be spliced ​​includes first data slope data, first speed data, and first temporary speed limit data;

[0083] If the CRC check is satisfied and the data formats are consistent, performing a step of splicing the first data to be spliced ​​and the second data to be spliced;

[0084] If the CRC check is not satisfied or the data formats are inconsistent, the step of splicing the first data to be spliced ​​and the second data to be spliced ​​is not performed.

[0085] When the current TSRS receives the cross-dispatching operation plan of the train and needs to splice with the second data to be spliced ​​in the adjacent TSRS, it can first establish a network connection with the current TSRS through a wireless network, and then the current TSRS obtains the second data to be spliced ​​in the adjacent TSRS according to a preset period to ensure that the second data to be spliced ​​is real-time and valid, and then performs a CRC check on the obtained second data to be spliced ​​to ensure the integrity and correctness of the obtained second data to be spliced. At the same time, in order to avoid the situation where the data format of the second data to be spliced ​​is different from that of the first data to be spliced ​​(that is, the reference basis for data recording, for example: if the first station is used as the reference starting point, the slope distance of a certain slope is recorded as 5KM, but if the starting point of the line section is used as the basis, the slope distance of the same slope is recorded as 75KM), resulting in the inability to splice, it is necessary to determine whether the data format of the second data to be spliced ​​is consistent with the data format of the first data to be spliced. Only when the CRC check passes and the data format is consistent, the data is spliced. When either the CRC check or the data format fails, data splicing will not be performed. Specifically, when the CRC check fails, the second data to be spliced ​​can be re-acquired. When the data formats are inconsistent, the data root formula of the second data to be spliced ​​can be converted first, and then spliced ​​with the first data to be spliced ​​in the current TSRS.

[0086] It can be understood that in some embodiments, the inter-station length data in the current TSRS can also be spliced ​​with the inter-station length data in the adjacent TSRS. During the splicing, the kilometer mark of the anti-entry transponder of each station in the current TSRS and / or the kilometer mark of the exit transponder can be used to calculate the kilometer mark of the anti-entry transponder of each station in the adjacent TSRS and / or the kilometer mark of the exit transponder to obtain the inter-station length data between each station.

[0087] The following are combined Figure 3 、 4 The provided embodiments specifically illustrate the embodiments of the present application.

[0088] like Figure 3 As shown, the operation plan range consists of three stations, A, B, and C, and two sections within these three stations. The static data configuration table includes the contents of Tables 1-3 below. When automatically calculating the line distance data for trains within this operation plan range, the line data table can be used to obtain the distance information D1 between the anti-arrival balise at Station A and the anti-arrival balise at Station B. The line data table also obtains the distance information D4 between the anti-arrival balise at Station B and a departure balise at Station C. The line distance data from Station A to Station C is then calculated by adding D1 to D4.

[0089] When automatically calculating the first speed data of the train within the operation plan range, first determine the matching route segment where the operation plan range overlaps with the entire line. It can be seen from Table 1 that the line segment range of the operation plan range is 3156m~5500m. From Table 2, the matching line segment is 3156m~5500m (the line segment where 0~10328m overlaps with 3156m~5500m). There is only one speed of 80 km / h, so the speed of 80 km / h is used as the initial speed data, and the distance between the starting point of the speed and the anti-entry transponder B1 is used as the target speed distance. It can be understood that in this embodiment, the distance between the speed and the anti-entry transponder B1 is 0, the target speed distance is recorded as DS1=0, the initial speed value is used as the target speed value, recorded as V1=80 km / h, and the target speed length SL1 (3156m~5500m).

[0090] When automatically calculating the first slope data of the train within the operation plan, it is obtained from Table 1 and Table 3 that there is only one slope in the matching line segment 3156m~5500m (the line segment where 3156m~5500m overlaps with 3150m~27658m), and the slope value of this slope is 5‰. It can be understood that in this embodiment, the distance between this slope and the anti-entry transponder B1 is 0, and the initial slope value of 5‰ is used as the target slope value. If there is no slope identifier in the slope data table, the slope identifier will not be obtained. It can be understood that if the slope length is to be obtained, the initial slope length of each slope is first obtained from the static data configuration table, and the target slope length of each slope is obtained based on the initial slope length of each slope and the line distance data of the operation plan range. If the initial slope length of the slope is completely within the line distance data, the initial slope length is the target slope length of the slope. If the initial slope length of the slope is not completely within the line distance data, the overlapping line section of the initial slope length and the line distance data is used as the target slope length of the slope. For example: for the slope with a slope value of 5‰ in Table 3, if the starting point of the slope is 3150m and the end point is 3500m (the initial slope length is 3500m-3150m=350m), then the target slope length of the slope is 344m (3500m-3156m=344m); if the starting point of the slope section is 3500 and the end point is 4500, which is completely within the line distance data (3156m~5500m), then the target slope length of the slope is 1000m (4500m-3500m=1000m).

[0091] When automatically calculating the first temporary speed limit data of the train within the operation plan, the temporary speed limit in the matching route section 3156m~5500m is obtained from the historical temporary speed limit data of successful execution issued by CTC. Assuming that the speed limit value is 50 km / h and the speed limit length is 3000m, if the starting point of the temporary speed limit is 3200m, then its target speed limit distance is 44m (3200m-3156m=44m), its target speed limit value is 50 km / h, and its target speed limit length is 2300m (5500m-3200m=2300m).

[0092] Table 1 Line data table

[0093]

[0094] Note: 1. The kilometer mark of the balise: the position of the balise on the line; 2. K stands for kilometer: K3+156 means the balise is at 3156 meters on the line; 3. The length is obtained by subtracting the kilometer marks, excluding the case of long and short chains; 4. The send line data flag indicates whether train data is sent to the ATO.

[0095] Table 2 Speed ​​data of the entire line

[0096] Serial number speed length End kilometer mark Remark 1 80 10328 K10+328 Line starting point kilometer mark K0+000 2 160 17330 K27+658

[0097] Note: Table 2 shows the speed data for the entire line. The first row shows the line from the starting point 0 meters to the end point 10,328 meters, with a maximum speed of 80 kilometers per hour and a length of 10,328 meters. The second row shows the line from the position 10,328 meters to the position 27,658 meters, with a maximum speed of 160 kilometers per hour and a length of 17,330 meters.

[0098] Table 3 Slope data of the entire line

[0099]

[0100]

[0101] Note: Table 3 shows the slope data for the entire route. The first row shows the slope from the starting point (0 meters) to the ending point (1750 meters), with a slope of 0 and a length of 1750 meters. The second row shows the slope from the starting point (1750 meters) to the ending point (2750 meters), with a slope of 10 and a length of 1000 meters. The third row is the same as the second row, but with the starting point at the end point of the second row.

[0102] like Figure 4As shown, when splicing train data between the current TSRS (TSRA-A) and the adjacent TSRS (TSRA-B), TSRA-A records train data only up to the master control boundary, that is, before station B1. TSRA-B records train data starting from station B1. Therefore, various train data (speed, grade, temporary speed limit, line distance, inter-station length, etc.) in TSRA-A and TSRA-B are spliced ​​together to obtain continuous train data. During data splicing, TSRA-A and TSRA-B establish a communication connection. TSRA-A periodically receives train data sent by TSRA-B and performs a CRC check and data format confirmation on the train data. Splicing is performed only when the CRC check passes and the data format is consistent with the data format in TSRA-A, ensuring the integrity and correctness of the spliced ​​data.

[0103] The method for automatically generating inter-station lines in a train control system provided in an embodiment of the present application can be executed by an automatic inter-station line generation device of the train control system. In the embodiment of the present application, the automatic inter-station line generation device of the train control system executing the method for automatically generating inter-station lines in the train control system is used as an example to illustrate the automatic inter-station line generation device of the train control system provided in an embodiment of the present application.

[0104] like Figure 5 As shown, an embodiment of the present application also provides an inter-station line automatic generation device for a train control system, including.

[0105] The acquisition module 100 is used to obtain the current position information reported by the train and a pre-configured static data configuration table, wherein the current position information includes the identifier of the first transponder of the first station that the train currently passes, and the static data configuration table contains static data between each station in each operation plan range.

[0106] The calculation module 200 is used to automatically calculate the train data within the operation plan range according to the identification of the first transponder and the static data in the static data configuration table.

[0107] The sending module 300 is used to send the train data to the automatic train operation system ATO to control the train to run according to the train data.

[0108] According to the automatic generation device of inter-station lines of the train control system provided in the embodiment of the present application, by obtaining the current position information and static data configuration table reported by the train, the train data within the operation plan range is automatically calculated according to the identifier of the first transponder of the first station currently passed by the train in the current position information and the static data in the static data configuration table, and finally the automatically calculated train data is sent to the ATO so that the ATO controls the train operation according to the train data. The device automatically calculates the train data required for the train operation through TSRS without the participation of human beings, which greatly saves labor costs and human errors, and ensures the safety and accuracy of the train operation.

[0109] In some embodiments, the calculation module 200 is further specifically used to: obtain the distance information between each transponder within the operation plan range from the static data configuration table according to the identification of the first transponder, and calculate the line distance data according to the distance information between each transponder; obtain the initial slope data and initial speed data in the matching line segment from the static data configuration table according to the line distance data, and convert the initial slope data and the initial speed data into the first slope data and the first speed data in the current operation plan range, wherein the matching line segment is a line segment that overlaps with the current line segment corresponding to the line distance data; according to the line distance data, The road distance data is queried from the successfully executed historical temporary speed limit data issued by the centralized dispatching system CTC to obtain the initial temporary speed limit data corresponding to the matching route segment, and the initial temporary speed limit data is converted into the first temporary speed limit data within the current operation plan range; the second slope data, the second speed data, and the second temporary speed limit data in the adjacent TSRS are obtained, the first slope data and the second slope data are spliced ​​to obtain spliced ​​slope data, the first speed data and the second speed data are spliced ​​to obtain spliced ​​speed data, and the first temporary speed limit data and the second temporary speed limit data are spliced ​​to obtain spliced ​​temporary speed limit data.

[0110] In some embodiments, the transponder includes an anti-entry transponder and an exit transponder, the first transponder is a first anti-entry transponder, and the train data also includes inter-station length data; the calculation module 200 is also specifically used to: obtain the kilometer mark of the first anti-entry transponder and the kilometer mark of the exit transponder of each station within the current operation plan from the static data configuration table; calculate the inter-station length data between the first station and each station based on the kilometer mark of the first anti-entry transponder and the kilometer mark of the exit transponder of each station.

[0111] In some embodiments, the transponder includes an anti-entry transponder and a departure transponder, and the first transponder is a first anti-entry transponder. The calculation module 200 is further specifically used to: obtain the identification of the anti-entry transponder of each station within the operation plan range except the first station and the terminal station, and obtain the identification of a departure transponder of the terminal station; obtain the first distance information between each adjacent anti-entry transponder and the second distance information between the departure transponder of the terminal station and the anti-entry transponder of the previous station from the static data configuration table according to the identification of the first anti-entry transponder, the identification of the anti-entry transponder of each station, and the identification of the departure transponder of the terminal station, and calculate the sum of the first distance information and the second distance information as the line distance data.

[0112] In some embodiments, the calculation module 200 is further specifically used to: obtain the initial slope data of at least one slope and the initial speed data of at least one speed in the matching route segment from the static data configuration table according to the route distance data; use the distance between the starting point of the first slope and the first transponder as the target slope distance of the first slope, use the starting points of other slopes and the starting point of the previous slope as the target slope distances of the corresponding slopes, use the initial slope identifier and the initial slope value in the initial slope data of each slope as the target slope identifier and target slope value of the corresponding slope, and obtain the first slope data from the target slope distance, target slope identifier and target slope value of each slope; use the distance between the starting point of the first speed and the first transponder as the target speed distance of the first speed, use the starting point of other speeds and the starting point of the previous transponder as the target slope distance The starting point of the previous speed is used as the target distance of the corresponding speed, and the initial speed value in the initial speed data of each speed is used as the target speed value of the corresponding speed, and the first speed data is obtained from the target speed distance and target speed value of each speed; at least one initial temporary speed limit data corresponding to the matching route segment is obtained by querying from the historical temporary speed limit data; the distance between the starting point of each temporary speed limit and the first transponder is used as the target speed limit distance of each temporary speed limit, and the initial speed limit speed value in the initial temporary speed limit data of each temporary speed limit is used as the target speed limit speed value of the corresponding temporary speed limit, and the initial speed limit length of each temporary speed limit and the overlapping route segment of the route distance data are used as the target speed limit length, and the first temporary speed limit data is obtained from the target speed limit distance, target speed limit length and target speed limit speed value of each temporary speed limit.

[0113] In some embodiments, the calculation module 200 is further specifically used to: determine whether the target slope identifier and target slope value of the last slope in the current TSRS are consistent with the target slope identifier and target slope value of the first slope in the adjacent TSRS; if they are consistent, the sum of the slope length of the last slope in the current TSRS and the slope length of the first slope in the adjacent TSRS is used as the slope length of the spliced ​​slope, the number of slopes is updated to the sum of the number of slopes of the current TSRS and the adjacent TSRS minus one, and the slope data of the spliced ​​slope, the first slope data, the second slope data and the updated number of slopes of each slope in the current TSRS and the adjacent TSRS are used as the spliced ​​slope data; if they are inconsistent, the number of slopes is updated to the sum of the number of slopes of the current TSRS and the adjacent TSRS, and the first slope data, the second slope data and the updated number of slopes of each slope in the current TSRS and the adjacent TSRS are used as the spliced ​​slope data. The sum of the speed numbers of the current TSRS and the adjacent TSRS is used as the updated speed number, and the first speed data, second speed data, and updated speed number of each speed in the current TSRS and the adjacent TSRS are used as the spliced ​​speed data. The sum of the temporary speed limits of the current TSRS and the adjacent TSRS is used as the updated temporary speed limit number, and the first temporary speed limit data, second temporary speed limit data, and updated temporary speed limit number of each temporary speed limit in the current TSRS and the adjacent TSRS are used as the spliced ​​temporary speed limit data.

[0114] In some embodiments, the calculation module 200 is further specifically used to: obtain the identifier of the adjacent TSRS of the current TSRS according to the cross-dispatching boundary operation plan of the train, and periodically obtain the second data to be spliced ​​from the adjacent TSRS according to the identifier of the adjacent TSRS, wherein the second data to be spliced ​​includes second gradient data, second speed data and second temporary speed limit data; determine whether the second data to be spliced ​​satisfies the CRC check and whether its data format is consistent with the format of the first data to be spliced ​​in the current TSRS; wherein the first data to be spliced ​​includes first data gradient data, first speed data and first temporary speed limit data; if the CRC check is satisfied and the data formats are consistent, the step of splicing the first data to be spliced ​​and the second data to be spliced ​​is executed; if the CRC check is not satisfied or the data formats are inconsistent, the step of splicing the first data to be spliced ​​and the second data to be spliced ​​is not executed.

[0115] The inter-station line automatic generation device of the train control system in the embodiments of the present application can be an electronic device or a component of an electronic device, such as an integrated circuit or chip. The electronic device can be a terminal or other device other than a terminal. For example, the electronic device can be a mobile phone, a tablet computer, a laptop computer, a PDA, an in-vehicle electronic device, a mobile internet device (MID), an augmented reality (AR) / virtual reality (VR) device, a robot, a wearable device, an ultra-mobile personal computer (UMPC), a netbook, or a personal digital assistant (PDA). It can also be a server, a network attached storage (NAS), a personal computer (PC), a television (TV), a teller machine, or a self-service machine, etc., and the embodiments of the present application are not specifically limited thereto.

[0116] The automatic inter-station line generation device of the train control system in the embodiment of the present application can be a device having an operating system. The operating system can be a Microsoft (Windows) operating system, an Android operating system, an iOS operating system, or other possible operating systems, which are not specifically limited in the embodiment of the present application.

[0117] The automatic generation device of inter-station lines of the train control system provided in the embodiment of the present application can achieve Figures 1 to 4 To avoid repetition, the various processes implemented in the method embodiment are not described here.

[0118] In some embodiments, as Figure 6 As shown, an embodiment of the present application further provides an electronic device 800, including a processor 801, a memory 802, and a computer program stored in the memory 802 and executable on the processor 801. When the program is executed by the processor 801, each process of the embodiment of the method for automatically generating inter-station lines of the above-mentioned train control system is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0119] It should be noted that the electronic devices in the embodiments of the present application include the mobile electronic devices and non-mobile electronic devices mentioned above.

[0120] An embodiment of the present application also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the various processes of the embodiment of the method for automatically generating inter-station lines of the above-mentioned train control system are implemented, and the same technical effects can be achieved. To avoid repetition, they are not described here.

[0121] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0122] An embodiment of the present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the above-mentioned method for automatically generating inter-station lines of the train control system.

[0123] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0124] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the various processes of the embodiment of the method for automatically generating inter-station lines in the above-mentioned train control system, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0125] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0126] It should be noted that, in this article, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element. In addition, it should be noted that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in the opposite order according to the functions involved. For example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0127] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the relevant technology, can be embodied in the form of a computer software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0128] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of this application, ordinary technicians in this field can also make many forms without departing from the purpose of this application and the scope of protection of the claims, all of which are within the protection of this application.

[0129] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0130] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A method for automatically generating inter-station lines in a train control system, characterized in that: Applied to the temporary speed limit server TSRS, including: Obtaining current position information reported by the train and a pre-configured static data configuration table, wherein the current position information includes at least an identifier of a first balise of a first station currently passed by the train, and the static data configuration table includes static data between each station in each operation plan range; Automatically calculate the train data within the operation plan range according to the identifier of the first transponder and the static data in the static data configuration table; The train data is sent to an automatic train operation system ATO to control the train to operate according to the train data.

2. The method according to claim 1, characterized in that The train data includes at least one of line distance data, slope data, speed data, temporary speed limit data, and line splicing data; the train data within the operation plan range is automatically calculated based on the identifier of the first transponder and the static data in the static data configuration table, including: obtaining distance information between each transponder within the operation plan range from the static data configuration table according to the identifier of the first transponder, and calculating the line distance data according to the distance information between each transponder; Obtaining initial slope data and initial speed data in a matching route segment from the static data configuration table according to the route distance data, and converting the initial slope data and the initial speed data into first slope data and first speed data within a current operation plan range, wherein the matching route segment is a route segment that overlaps with the current route segment corresponding to the route distance data; According to the route distance data, query the successfully executed historical temporary speed limit data issued by the centralized dispatching system CTC to obtain the initial temporary speed limit data corresponding to the matching route segment, and convert the initial temporary speed limit data into the first temporary speed limit data within the current operation plan range; Obtain the second slope data, second speed data, and second temporary speed limit data in the adjacent TSRS, splice the first slope data with the second slope data to obtain spliced ​​slope data, splice the first speed data with the second speed data to obtain spliced ​​speed data, and splice the first temporary speed limit data with the second temporary speed limit data to obtain spliced ​​temporary speed limit data.

3. The method according to claim 2, characterized in that The balise includes an anti-entry balise and an exit balise, the first balise is a first anti-entry balise, and the train data also includes inter-station length data; The automatic calculation of the train data within the operation plan range according to the identifier of the first transponder and the static data in the static data configuration table further includes: Obtaining the kilometer mark of the first anti-station entry balise and the kilometer mark of the exit balise of each station within the current operation plan from the static data configuration table; The inter-station length data between the first station and each station is calculated based on the kilometer mark of the first anti-entry transponder and the kilometer mark of the exit transponder of each station.

4. The method according to claim 2 or 3, characterized in that The transponder includes an anti-entry transponder and a departure transponder, the first transponder being a first anti-entry transponder; The acquiring, from the static data configuration table according to the identifier of the first transponder, the distance information between each transponder within the operation plan range, and calculating the line distance data according to the distance information between each transponder, comprises: Obtaining the identification of an anti-arrival transponder of each station within the operation plan except the first station and the terminal station, and obtaining the identification of a departure transponder of the terminal station; According to the identifier of the first anti-entry transponder, the identifier of the anti-entry transponder of each station and the identifier of a departure transponder of the terminal station, the first distance information between each adjacent anti-entry transponder and the second distance information between a departure transponder of the terminal station and the anti-entry transponder of the previous station are obtained from the static data configuration table, and the sum of the first distance information and the second distance information is calculated as the line distance data.

5. The method according to claim 2 or 3, characterized in that The step of obtaining initial slope data and initial speed data in a matching route segment from the static data configuration table according to the route distance data, and converting the initial slope data and the initial speed data into first slope data and first speed data in a current operation plan range, includes: Acquire the initial gradient data of at least one gradient and the initial speed data of at least one speed in the matching route segment from the static data configuration table according to the route distance data; Using the distance between the starting point of the first slope and the first transponder as the target slope distance of the first slope, using the starting points of other slopes and the starting point of the previous slope as the target slope distances of the corresponding slopes, using the initial slope identifier and the initial slope value in the initial slope data of each slope as the target slope identifier and target slope value of the corresponding slope, and obtaining the first slope data from the target slope distances, target slope identifiers and / or target slope values ​​of each slope; The distance between the starting point of the first speed and the first transponder is used as the target speed distance of the first speed, the starting point of each other speed and the starting point of the previous speed are used as the target distance of the corresponding speed, and the initial speed value in the initial speed data of each speed is used as the target speed value of the corresponding speed, and the first speed data is obtained from the target speed distance and target speed value of each speed; The step of querying, based on the route distance data, the successfully executed historical temporary speed limit data issued by the centralized dispatching system CTC to obtain the initial temporary speed limit data corresponding to the matching route segment, and converting the initial temporary speed limit data into the first temporary speed limit data within the current operation plan range includes: querying from historical temporary speed limit data to obtain at least one of the initial temporary speed limit data corresponding to the matching route segment; The distance between the starting point of each temporary speed limit and the first transponder is used as the target speed limit distance of each temporary speed limit, the initial speed limit speed value in the initial temporary speed limit data of each temporary speed limit is used as the target speed limit speed value of the corresponding temporary speed limit, the initial speed limit length of each temporary speed limit and the overlapping line segment of the line distance data are used as the target speed limit length, and the first temporary speed limit data is obtained from the target speed limit distance, target speed limit length and / or target speed limit speed value of each temporary speed limit.

6. The method according to claim 5, characterized in that The step of splicing the first slope data and the second slope data to obtain spliced ​​slope data includes: Determine whether the target slope identifier and target slope value of the last slope in the current TSRS are consistent with the target slope identifier and target slope value of the first slope in the adjacent TSRS; If they are consistent, the sum of the slope length of the last slope in the current TSRS and the slope length of the first slope in the adjacent TSRS is used as the slope length of the spliced ​​slope, the number of slopes is updated to the sum of the number of slopes of the current TSRS and the adjacent TSRS minus one, and the slope data of the spliced ​​slope, the first slope data, the second slope data of each slope in the current TSRS and the adjacent TSRS, and the updated number of slopes are used as the spliced ​​slope data; If they are inconsistent, the number of slopes is updated to the sum of the number of slopes of the current TSRS and the adjacent TSRS, and the first slope data, the second slope data and the updated number of slopes of each slope in the current TSRS and the adjacent TSRS are used as the spliced ​​slope data; The step of splicing the first speed data and the second speed data to obtain spliced ​​speed data includes: The sum of the speed numbers of the current TSRS and the adjacent TSRS is used as the updated speed number, and the first speed data, the second speed data and the updated speed number of each speed in the current TSRS and the adjacent TSRS are used as the spliced ​​speed data; The step of splicing the first temporary speed limit data and the second temporary speed limit data to obtain spliced ​​temporary speed limit data includes: The sum of the numbers of temporary speed limits of the current TSRS and the adjacent TSRS is used as the updated number of temporary speed limits, and the first temporary speed limit data, the second temporary speed limit data and the updated number of temporary speed limits of each temporary speed limit in the current TSRS and the adjacent TSRS are used as the spliced ​​temporary speed limit data.

7. The method according to claim 6, characterized in that The acquiring of the second gradient data, the second speed data, and the second temporary speed limit data in the adjacent TSRS includes: Obtaining, according to the cross-dispatching boundary operation plan of the train, an identifier of a TSRS adjacent to the current TSRS, and periodically obtaining second data to be spliced ​​from the adjacent TSRS according to the identifier of the adjacent TSRS, the second data to be spliced ​​comprising second gradient data, second speed data, and second temporary speed limit data; Determining whether the second data to be spliced ​​satisfies a CRC check and whether its data format is consistent with the format of the first data to be spliced ​​in the current TSRS; wherein the first data to be spliced ​​includes first data slope data, first speed data, and first temporary speed limit data; If the CRC check is satisfied and the data formats are consistent, performing a step of splicing the first data to be spliced ​​and the second data to be spliced; If the CRC check is not satisfied or the data formats are inconsistent, the step of splicing the first data to be spliced ​​and the second data to be spliced ​​is not performed.

8. An automatic generation device for inter-station lines in a train control system, characterized in that: include: an acquisition module, configured to acquire current position information reported by a train and a pre-configured static data configuration table, wherein the current position information includes an identifier of a first balise of a first station currently passed by the train, and the static data configuration table includes static data between each station within each operation plan range; a calculation module, configured to automatically calculate train data within the operation plan range according to the identifier of the first transponder and the static data in the static data configuration table; The sending module is used to send the train data to the automatic train operation system ATO to control the train to run according to the train data.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the method for automatically generating inter-station lines of the train control system according to any one of claims 1 to 7 is implemented.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for automatically generating inter-station lines of a train control system according to any one of claims 1 to 7 is implemented.

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