Method and device for determining deployment information of trackside electronic unit, electronic equipment and medium

Abstract

The invention discloses a trackside electronic unit deployment information determination method and device, electronic equipment and a medium. The method comprises the following steps: acquiring configured unit information of a configured trackside electronic unit and configured response information of a configured transponder; acquiring newly-added response information of the newly-added transponder; under the condition that the newly-added deployment mode corresponding to the newly-added transponder is that a trackside electronic unit can be newly added, according to the configured unit information, the configured response information and the newly-added response information, newly-added unit information of the to-be-installed trackside electronic unit is determined; and under the condition that the newly-added deployment mode corresponding to the newly-added transponder is that the trackside electronic unit cannot be newly added, newly-added relay information of the relay to be installed is determined according to the newly-added response information. According to the technical scheme of the embodiment of the invention, the number of deployed trackside electronic units and the communication information amount can be reduced.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation, and in particular to a method, device, electronic equipment and medium for determining deployment information of a trackside electronic unit. Background Art

[0002] The Lineside Electronic Unit (LEU) is a key ground-based device in rail transit systems. It is primarily responsible for the real-time transmission of safety information between trains and the ground. Based on the results of calculations by ground control systems (such as the interlocking system), it sends critical information such as speed limits, signals, and switches to trains. It is a core component that ensures train safety and improves operational efficiency. The LEU receives instructions from the interlocking system or central control system, dynamically generates and transmits corresponding message information to the trackside transponder (Balise), providing the train with accurate line parameters, speed limits, route status, and other critical data, supporting the train's mobile authorization calculation and autonomous driving functions.

[0003] On complex railway lines, if a large number of new balises are added, a corresponding large number or LEUs with a large amount of communication information need to be deployed to meet the control requirements of the new balises. Summary of the Invention

[0004] The present invention provides a method, device, electronic equipment and medium for determining deployment information of a trackside electronic unit, which can reduce the number of deployed trackside electronic units and the amount of communication information.

[0005] According to one aspect of the present invention, a method for determining deployment information of a trackside electronic unit is provided, the method comprising:

[0006] Obtaining configured unit information of a configured wayside electronic unit and configured response information of a configured balise;

[0007] Get the new response information of the new responder;

[0008] In a case where the newly added deployment mode corresponding to the newly added transponder is that a new wayside electronic unit can be added, determining new unit information of a to-be-installed wayside electronic unit according to the configured unit information, the configured response information, and the newly added response information, wherein the to-be-installed wayside electronic unit is of a different unit type from at least one of the configured wayside electronic units;

[0009] In a case where the newly added deployment mode corresponding to the newly added transponder is that no new trackside electronic unit can be added, the newly added relay information of the relay to be installed is determined according to the newly added response information.

[0010] According to another aspect of the present invention, a device for determining the position of a trackside electronic unit is provided, the device comprising:

[0011] A configured information acquisition module, used to acquire configured unit information of a configured wayside electronic unit and configured response information of a configured transponder;

[0012] A new response acquisition module is added to obtain the new response information of the new responder;

[0013] a new unit determination module, configured to determine, when the new deployment mode corresponding to the new transponder is that a new wayside electronic unit can be added, new unit information of a to-be-installed wayside electronic unit based on the configured unit information, the configured response information, and the new response information, wherein the to-be-installed wayside electronic unit is of a different unit type from at least one of the configured wayside electronic units;

[0014] The newly added relay determination module is used to determine the newly added relay information of the relay to be installed according to the newly added response information when the newly added deployment mode corresponding to the newly added transponder is that the trackside electronic unit cannot be added.

[0015] According to another aspect of the present invention, an electronic device is provided, comprising:

[0016] at least one processor; and

[0017] a memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to perform the method for determining the deployment information of the trackside electronic unit according to any embodiment of the present invention.

[0019] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method for determining the deployment information of the trackside electronic unit according to any embodiment of the present invention when executed.

[0020] The technical solution of the embodiment of the present invention determines the new unit information of the new wayside electronic unit and the new relay information of the new relay based on the newly added deployment scenarios of different transponders, and the unit type of the newly added wayside electronic unit is different from that of at least one configured wayside electronic unit, so that it can flexibly respond to scenarios with different deployment requirements. At the same time, it can reduce the number of wayside electronic units of a single unit type, and then reduce the amount of communication information between the wayside electronic unit and the ground control equipment, solving the technical problem in the prior art that a large number of wayside electronic units or a large amount of communication information need to be added to cope with the newly added transponders. It can meet the control requirements of the newly added transponders while reducing the number of newly added wayside electronic units and the amount of communication information.

[0021] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 This is a connection diagram of a communication-type trackside electronic unit provided according to an embodiment of the present invention;

[0024] Figure 2 This is a connection diagram of a collection-type trackside electronic unit provided in an embodiment of the present invention;

[0025] Figure 3 This is a flow chart of a method for determining trackside electronic unit deployment information provided in accordance with an embodiment of the present invention;

[0026] Figure 4 This is a flow chart of a method for determining trackside electronic unit deployment information provided in accordance with an embodiment of the present invention;

[0027] Figure 5 is a schematic diagram of current rail transit provided according to an embodiment of the present invention;

[0028] Figure 6 is a schematic diagram of current rail transit with a newly added balise provided according to an embodiment of the present invention;

[0029] Figure 7This is a connection diagram of a newly added communication type of trackside electronic unit provided in accordance with an embodiment of the present invention;

[0030] Figure 8 This is a connection diagram of a new type of trackside electronic unit for data collection provided in accordance with an embodiment of the present invention;

[0031] Figure 9 This is a flow chart of a method for determining trackside electronic unit deployment information provided in accordance with an embodiment of the present invention;

[0032] Figure 10 This is a connection diagram of a newly added relay provided according to an embodiment of the present invention;

[0033] Figure 11 2 is a schematic structural diagram of a trackside electronic unit position determination device provided according to an embodiment of the present invention;

[0034] Figure 12 It is a structural diagram of an electronic device for implementing the method for determining the deployment information of the trackside electronic unit according to an embodiment of the present invention. DETAILED DESCRIPTION

[0035] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0036] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0037] Figure 3A flowchart of a method for determining the deployment information of a trackside electronic unit provided by an embodiment of the present invention. The embodiment of the present invention is applicable to the situation of how to control newly added transponders in a rail transit system. The method can be performed by a trackside electronic unit position determination device, which can be implemented in the form of hardware and / or software. The trackside electronic unit position determination device can be configured in an electronic device that carries the trackside electronic unit position determination function, such as a server or client device. The client device can be a terminal device, which can include: a mobile phone, a tablet computer, an on-board terminal or a wearable device, etc. The wearable device can include smart glasses or a smart watch, etc.

[0038] In an embodiment of the present invention, the LEU converts the control instructions of the ground control system (such as signal status, switch position and temporary speed limit, etc.) into standardized transponder messages, which are transmitted to the on-board ATP (Automatic Train Protection) equipment through the trackside transponder to achieve high-reliability communication between the vehicle and the ground. The LEU adopts redundant design (such as dual-machine hot standby) and fail-safe principle to ensure that the default safety message (such as triggering the emergency braking signal) is output when the equipment is abnormal to avoid failure on the dangerous side. The LEU communicates with the interlocking, ATS (Automatic Train Supervision) and transponder in multiple protocols. The LEU can be used in CTCS-2 / 3 level systems to transmit fixed line information and temporary speed limits. It can also be used as a supplement to vehicle-ground communication in CBTC (Communication Based Train Control System) to enhance positioning reliability. The LEU needs to meet the harsh environmental requirements of rail transit, such as wide temperature range, dustproof and anti-electromagnetic interference. The LEU and the transponder also have the advantage of a long life cycle.

[0039] LEU is an internal device of a closed system. The unit type of LEU can include communication type and acquisition type. Among them, the communication type LEU is connected to the ground control system. The ground control system sends the message information to the communication type LEU, and the communication type LEU then sends the message information to the transponder, thereby realizing the information transmission between the vehicle and the ground. The message of the communication type LEU is stored in the ground control system, and the maximum number of transponders supported by the communication type LEU is closely related to the interface of the communication type LEU, such as Figure 1 As shown, the communication type LEU usually has a single interface corresponding to a single transponder, and the communication type LEU uses an RS422 (Recommended Standard 422) serial communication interface to connect to the ground control system.

[0040] The acquisition type LEU is connected to the ground control system, which sends relay control commands to the acquisition type LEU. By controlling the relay, the acquisition type LEU sends messages to the transponder. Different relays correspond to different types of messages. The messages of the acquisition type LEU are stored in the acquisition type LEU. Figure 2 As shown, in the connection structure of the acquisition-type LEU, a single relay state can correspond to multiple outdoor transponders using the same message. The acquisition-type LEU is connected to the ground control system via relays. The relay state controls the transmission of messages, and the ground control system sends relay control information to the acquisition-type LEU, resulting in a small amount of data.

[0041] The LEU and the ground control system use a redundant connection method. Both the LEU and the ground control system are redundant devices. The interruption of a single line connection or the failure of a single device will not affect the working status of the entire system.

[0042] like Figure 1 As shown, Figure 1 In the serial communication interface ij, i represents the i-th interface of the same device, and j represents the j-th device; for communication type LEU, the ground control system ( Figure 1 The host 1 or device 1) is directly connected to the communication type LEU through a redundant interface, such as Figure 1 In the example, LEU1 is connected to the serial ports of two ground control systems (serial communication interface 1-1 and serial communication interface 1-2), and LEU2 is connected to the serial ports of two ground control systems (serial communication interface 2-1 and serial communication interface 2-2), using the RSSP-I (Railway Signal Safety Communication Protocol-I) safety communication protocol. For acquisition-type LEUs, the ground control system is connected to the input and output (IO) devices, and the IO devices are connected to the acquisition-type LEUs through switches, such as Figure 2 As shown, switch A is connected to the serial ports of two ground control systems (serial communication interface A-1 and serial communication interface A-2), and switch B is connected to the serial ports of two ground control systems (serial communication interface B-1 and serial communication interface B-2). IO devices control the status of related relays, which collect messages sent by LEUs. The RSSP-I secure communication protocol is used between the ground control system and the IO devices.

[0043] See also Figure 3 The method for determining the deployment information of the trackside electronic unit shown includes:

[0044] S301: Acquire configured unit information of a configured wayside electronic unit and configured response information of a configured transponder.

[0045] Among them, the configured wayside electronic unit may refer to the wayside electronic unit deployed and operating in the rail transit system. The configured unit information may refer to the deployment information of the wayside electronic unit. The configured unit information may include at least one of the following: the unit type of the wayside electronic unit, the balise connected to the control, attribute information, deployment location and deployment quantity, etc. The configured balise may refer to the balise deployed and operating in the rail transit system. The configured balise information may include at least one of the following: the deployment location of the balise, the deployment quantity, and the wayside electronic unit that controls the balise, etc. Among them, the deployment location may include the deployed track. The number of wayside electronic units is at least one, and the unit type of the wayside electronic unit includes an acquisition type or a communication type. The number of balises is at least two. Generally, at least one balise is deployed in different directions on a track. For safety reasons, balises are usually deployed using a redundant mechanism, with at least two balises deployed in the same direction. Usually, the balise is deployed on the outside of the signal at the track intersection, which usually refers to the side within the safety zone, for example, the side of the signal away from the station.

[0046] S302: Acquire new response information of the newly added responder.

[0047] A newly added transponder may refer to a transponder requiring additional control. In some embodiments, a transponder may be added to meet safety redundancy requirements or to newly constructed tracks. Newly added response information may refer to the deployment information of the newly added transponder. The newly added response information may include at least one of the following: the deployment location and number of the newly added transponders.

[0048] S303. When the new deployment mode corresponding to the newly added transponder is that a new trackside electronic unit can be added, the new unit information of the trackside electronic unit to be installed is determined based on the configured unit information, the configured response information and the newly added response information, and the trackside electronic unit to be installed is of a different unit type from at least one configured trackside electronic unit.

[0049] Among them, the newly added deployment method is that new trackside electronic units can be added, which can mean that the newly added transponder control requirements can be met by adding trackside electronic units. In some embodiments, the newly added deployment method can be determined based on the current application scenario of rail transit. In some embodiments, it can be determined whether the ground control system is sufficient to carry more trackside electronic units based on the performance and load of the ground control system. For example, when the performance and load of the ground control system are sufficient to carry more trackside electronic units, it is determined that the newly added deployment method is that new trackside electronic units can be added. In one example, the upper limit of the load number of trackside electronic units loaded by a host is 50, and the number of trackside electronic units currently controlled by the host is 30, and 30 is less than 50, that is, the number of trackside electronic units currently controlled by the host has not reached the upper limit of the load number. At this time, it is determined that the host is sufficient to carry more trackside electronic units, and thus the newly added deployment method is determined to be that new trackside electronic units can be added.

[0050] A specific method for adding new wayside electronic units can be to add them using a mixed unit type approach. That is, the unit type of the added wayside electronic unit is different from the unit type of at least one already configured wayside electronic unit. Adding new wayside electronic units using a mixed unit type approach allows the deployment of both communication-type and data acquisition-type trackside electronic units in the rail transit system. This can combine the advantages of both types of trackside electronic units and reduce the deployment difficulty, number of deployments, and amount of communication information caused by a single unit type. Specifically, communication-type trackside electronic units have the characteristics of low deployment cost, low operation and maintenance cost, and simple deployment and control operations. Data acquisition-type trackside electronic units have the characteristics of low communication data volume and a large number of controllable transponders. Simultaneously deploying communication-type and data acquisition-type trackside electronic units in a rail transit system can combine the advantages of both types of trackside electronic units. Compared to single-unit-type trackside electronic units, these units have the advantages of low deployment cost, low operation and maintenance cost, simple deployment and control operations, low communication data volume, and a large number of controllable transponders.

[0051] The newly added unit information may refer to the deployment information of the newly added wayside electronic unit. The newly added unit information may include at least one of the following: the unit type, location, quantity, and connection relationship of the newly added wayside electronic unit.

[0052] In some embodiments, the configured unit information may include the unit type, and the unit type of the newly added wayside electronic unit can be determined based on the configured unit information. The number, position and connection relationship of the newly added wayside electronic unit can be determined based on the unit type of the newly added wayside electronic unit, the configured response information and the newly added response information.

[0053] S304: When the newly added deployment mode corresponding to the newly added transponder is that a new trackside electronic unit cannot be added, determine the newly added relay information of the relay to be installed according to the newly added response information.

[0054] In some embodiments, if the performance and load of the ground control system are insufficient to support additional trackside electronic units, the new deployment method is determined to be non-additional. In one example, the upper limit of the number of trackside electronic units that can be loaded by a host is 50, and the number of trackside electronic units currently controlled by the host is 50, and 50 equals 50, i.e., the number of trackside electronic units currently controlled by the host has reached the upper limit of the load. In this case, it is determined that the host is insufficient to support additional trackside electronic units, and the new deployment method is determined to be non-additional.

[0055] A specific method of not adding a new wayside electronic unit may be not adding the wayside electronic unit but adding a new relay. In addition, the deployment position and connection relationship of the configured wayside electronic unit may also be adjusted.

[0056] The newly added relay information may refer to the deployment information of the newly added relays. The newly added relay information may include at least one of the following: the location, quantity, and connection relationship of the newly added relays.

[0057] In the prior art, for scenarios with a relatively large number of transponders, the communication type LEU has a large amount of communication data between it and the ground control system, high performance requirements for the ground control system, and an increased probability of communication failure with the ground control system. At the same time, the communication type LEU interface has a one-to-one relationship with the outdoor transponder, and there is a waste of equipment for transponders that require the same message data. For lightweight ground host systems, when the number of transponders is relatively large, the number of communication type LEU devices also increases, which does not meet the requirements of lightweight scenarios. The acquisition type LEU has high restrictions on the lines, and different relay nodes need to correspond to transponders that use the same message information. For scenarios with more complex lines, the acquisition type LEU has problems with control confusion and complex design. If the ground host equipment is upgraded, the acquisition type LEU may need to be adapted for software and hardware, otherwise it will not be compatible.

[0058] The technical solution of the embodiment of the present invention determines the new unit information of the new wayside electronic unit and the new relay information of the new relay based on the newly added deployment scenarios of different transponders, and the unit type of the newly added wayside electronic unit is different from that of at least one configured wayside electronic unit, so that it can flexibly respond to scenarios with different deployment requirements. At the same time, it can reduce the number of wayside electronic units of a single unit type, and then reduce the amount of communication information between the wayside electronic unit and the ground control equipment, solving the technical problem in the prior art that a large number of wayside electronic units or a large amount of communication information need to be added to cope with the newly added transponders. It can meet the control requirements of the newly added transponders while reducing the number of newly added wayside electronic units and the amount of communication information.

[0059] Figure 4 A flowchart of a method for determining the deployment information of a trackside electronic unit provided in an embodiment of the present invention. Based on the above embodiment, the embodiment of the present invention specifies "when the newly added deployment mode corresponding to the newly added transponder is that a trackside electronic unit can be newly added, the newly added unit information of the trackside electronic unit to be installed is determined according to the configured unit information, the configured response information and the newly added response information" as follows: when the configured unit type in the configured unit information only includes the communication type, the newly added unit type is determined as the acquisition type; the newly added response position of each newly added transponder in the newly added response information is obtained; the number of newly added units is determined according to the newly added response distribution in the newly added response information, the number of newly added responses in the newly added response information and the upper limit of the response control number in the configured unit information; for each trackside electronic unit to be installed, the line between the trackside electronic unit to be installed and at least one transponder in the same track direction is determined as a newly added line; the newly added unit type, the number of newly added units and the newly added line are determined as the newly added unit information of the trackside electronic unit to be installed.

[0060] It should be noted that for parts not described in detail in the embodiments of the present invention, reference may be made to the descriptions of other embodiments.

[0061] See also Figure 4 The method for determining the deployment information of the trackside electronic unit shown includes:

[0062] S401: Acquire configured unit information of a configured wayside electronic unit and configured response information of a configured transponder.

[0063] S402: Acquire new response information of the newly added responder.

[0064] S403: When the newly added deployment mode corresponding to the newly added transponder is a newly added trackside electronic unit and the configured unit types in the configured unit information only include communication types, the newly added unit type is determined to be an acquisition type.

[0065] The configured unit type may refer to the unit type of the configured trackside electronic unit. The configured unit type only includes the communication type, that is, the unit type of each configured trackside electronic unit is the communication type, indicating that there are only configured unit types of the communication type in the current rail transit system. Accordingly, a mixed type of newly added trackside electronic units is adopted, and the unit type of the trackside electronic unit that needs to be added is the acquisition type, so that after the newly added trackside electronic units, there are both communication type and acquisition type trackside electronic units in the rail transit system. The number of newly added trackside electronic units is at least one. In some embodiments, the unit type of each newly added trackside electronic unit is determined to be the acquisition type.

[0066] S404: Determine the number of newly added units according to the configured unit information, the configured response information, and the newly added response information.

[0067] The number of transponders that need to be controlled by the newly added wayside electronic unit can be determined based on the configured unit information, configured response information and newly added response information. The number of transponders that need to be controlled and the newly added response information are used to combine to determine the number of wayside electronic units, that is, the number of newly added units.

[0068] S405 . For each of the trackside electronic units to be installed, determine the line between the trackside electronic unit to be installed and at least one balise in the same track direction as a newly added line.

[0069] Among them, the newly added line may refer to the communication line between devices, and the newly added line may refer to the line between the trackside electronic unit to be installed and the transponder. The number of trackside electronic units to be installed is the number of newly added units, and the unit type of the trackside electronic unit to be installed is the acquisition type. The trackside electronic unit of the acquisition type can only establish a communication connection with the transponder in the same track direction. The same track direction may refer to the same track and the same driving direction. Accordingly, for each acquisition type of trackside electronic unit, the line between the trackside electronic unit of the acquisition type and the transponder to be connected is determined as a newly added line. The at least one transponder in the same track direction may include a newly added transponder and may also include a configured transponder. The at least one transponder in the same track direction is usually controlled using the same message.

[0070] In some embodiments, when newly added transponders are deployed on different tracks, to reduce deployment costs and the number of newly added wayside electronic units, the wiring of the already deployed wayside electronic units can be modified. For example, the wiring between the already deployed wayside electronic units and the already deployed transponders can be removed, and the wiring between the already deployed wayside electronic units and the newly added transponders can be added. The modified wiring of the already deployed wayside electronic units can be determined as an adjusted wiring. New wiring and adjusted wiring are different.

[0071] S406: Determine the newly added unit type, the newly added unit quantity, and the newly added line as the newly added unit information of the trackside electronic unit to be installed.

[0072] According to the newly added unit information, the number of collection-type wayside electronic units can be deployed in the current rail transit system, and new lines can be added and adjusted to obtain an updated rail transit system. In the updated rail transit system, the collection-type wayside electronic units send messages to control the transponders through relay status, while the communication-type wayside electronic units send messages directly to control the transponders.

[0073] S407: When the newly added deployment mode corresponding to the newly added transponder is that a new trackside electronic unit cannot be added, determine the newly added relay information of the relay to be installed according to the newly added response information.

[0074] In the rail transit system with communication-type wayside electronic units, the newly added collection-type wayside electronic units can be used in scenarios where the rail transit system is large in scale, the line layout is complex, and there are multiple adjacent transponders located in the same track direction, that is, these multiple adjacent transponders are triggered by the same message. This can reduce the need to further deploy communication-type wayside electronic units, thereby reducing the amount of communication data and avoiding performance limitations of the ground control system.

[0075] The embodiment of the present invention adds a collection-type wayside electronic unit to rail transit where only communication-type wayside electronic units exist, and based on the characteristics of the collection-type wayside electronic unit controlling the transponder in the same track direction, combines the information of the configured wayside electronic units and the newly added transponder to determine the number of newly added units and newly added lines. This can enable the newly added wayside electronic unit to accurately control the transponder, reasonably optimize the resource allocation of the wayside electronic unit, improve system utilization efficiency, reduce the number of newly added wayside electronic units, and reduce the difficulty of transformation.

[0076] In an optional embodiment, the determining of the number of new units based on the configured unit information, the configured response information and the newly added response information includes: determining the number of responses to be controlled based on the number of configured responses in the configured response information, the number of new responses in the newly added response information and the upper limit of the response control number in the configured unit information; determining the minimum number of track directions of the response device distribution based on the new response distribution in the newly added response information, the configured response distribution in the configured response information and the number of responses to be controlled, and using it as the number of new units.

[0077] Among them, the number of configured responses may refer to the number of configured transponders. The newly added response distribution may refer to the track where the newly added transponder is located and the driving direction on the track where it is located. The configured response distribution may refer to the track where the configured transponder is located and the driving direction on the track where it is located. The number of newly added responses may refer to the number of newly added transponders. The upper limit of the response control quantity may refer to the maximum number of transponders that can be controlled by a communication-type trackside electronic unit. The number of newly added units may refer to the number of newly added acquisition-type trackside electronic units. The minimum track direction may refer to the minimum number of track directions, wherein the same track and the same driving direction are one track direction. Among them, in the same track, there are usually two driving directions, and the same driving direction in the track is determined as one track direction. The track direction of the transponder distribution can be determined based on the relative position between the transponder and the signal. If multiple transponders near the intersection are located on the same side of the same signal, these transponders are determined to be distributed in the same track direction.

[0078] The number of transponders that the newly added wayside electronic unit needs to control can be determined based on the number of configured responses, the number of new responses in the newly added response information, and the upper limit of the response control number. The number of transponders that need to be controlled and the distribution of new responses are used to determine the number of wayside electronic units, i.e., the number of new units. In some embodiments, the sum of the number of new responses and the number of configured responses can be calculated to obtain the total number of transponders that need to be controlled. The difference between the total number of transponders and the upper limit of the response control number is calculated to obtain the number of responses to be controlled. The number of responses to be controlled is the number of transponders that the newly added wayside electronic unit needs to control.

[0079] Based on the newly added response distribution, the configured response distribution, and the number of responses to be controlled, a target number of response devices to be controlled may be determined with the goal of minimizing the number of distributed track directions. The target response devices may include at least one newly added response device. The minimum number of distributed track directions may refer to the number of track directions in which the response devices are located.

[0080] In some embodiments, track directions may be removed sequentially, in the order of the number of distributed transponders, without replacing them. If the number of transponders removed from all track directions is less than the number of transponders to be controlled, the track direction with the largest number of transponders among the remaining track directions is removed. If the number of transponders removed from all track directions, both historically and currently, is greater than or equal to the number of transponders to be controlled, the number of track directions removed is determined to be the minimum number of track directions, i.e., the number of newly added units.

[0081] It can be seen that by determining the need for additional response control based on the number of new and old responses and the upper limit of the response control number, and combining the characteristics of the acquisition type of wayside electronic unit that controls the transponders in the same track direction, and determining the number of new units with the minimum number of track directions as the goal, the number of new wayside electronic units can be minimized, the deployment cost and operation and maintenance cost can be reduced, the difficulty of transformation can be reduced, and the amount of increased communication data can be reduced.

[0082] In a scenario, such as Figure 5 As shown in the figure, in the current rail transit system, there are 8 configured balises on the line, and the 8 balises are controlled by two communication-type LEUs, that is, the unit type of the configured wayside electronic unit is communication-type. Among the 8 balises, BA1 and BA2 use the same message information, BA3 and BA4 use the same message information, BA5 and BA6 use the same message information, and BA7 and BA8 use the same message information. When using communication-type LEU to control the following balises, 2 sets of redundant LEU devices are required, and the communication data volume is 8*N, where N is the message length of a single balise, usually 131 bytes.

[0083] Due to line reconstruction, new transponders need to be added. The distribution diagram of the new transponders is as follows: Figure 6 As shown: a new transponder BA9 is added to the right side of BA6 (with the same transponder messages as BA5 and BA6), and a new transponder BA10 is added to the right side of BA8 (with the same transponder messages as BA7 and BA8).

[0084] Since the serial port of the communication type LEU is limited to one-to-one with the transponder, a redundant LEU needs to be added to control BA9 and BA10. If the new equipment uses the communication type LEU, two serial ports of the new LEU will be idle, and the communication data volume between the ground control system and the communication type LEU is 10*N. In actual use scenarios, there will be a large number of transponders. As the number of transponders increases, the communication data volume between the ground control system and the communication type LEU will increase exponentially, resulting in limited performance of the ground control equipment. The connection method is as follows: Figure 7 shown.

[0085] The connection diagram of the hybrid LEU provided by the embodiment of the present invention is as follows Figure 8 As shown, the ground control system controls the communication type LEU and the acquisition type LEU at the same time.

[0086] Since BA7, BA8, and BA10 use the same transponder message, they can be controlled simultaneously using the acquisition-type LEU. Similarly, for BA5, BA6, and BA9, they can also be controlled using the acquisition-type LEU. Using a multi-mode hybrid control LEU can significantly reduce the amount of communication data between the LEU and the ground control system. For scenarios with large scale, complex line layout, and the presence of multiple adjacent transponders using the same message, the communication-type LEU and the acquisition-type LEU can be flexibly configured to improve system efficiency and reduce the difficulty of transformation on the basis of precise control.

[0087] In an optional embodiment, when the new deployment mode corresponding to the new transponder is that a new trackside electronic unit can be added, the new unit information of the trackside electronic unit to be installed is determined according to the configured unit information, the configured response information and the new response information, including: when the new deployment mode corresponding to the new transponder is that a new trackside electronic unit can be added and the configured unit type in the configured unit information only includes the acquisition type, the new unit type is determined as the communication type; the number of new units is determined according to the number of new responses in the new response information and the upper limit of the response control number of each trackside electronic unit to be installed; the line between the interface of each trackside electronic unit to be installed and each new transponder is determined as a new line; the new unit type, the number of new units and the new line are determined as the new unit information of the trackside electronic unit to be installed.

[0088] Among them, the configured unit type only includes the acquisition type, that is, the unit type of each configured trackside electronic unit is the acquisition type, indicating that the current rail transit system only has configured unit types of the acquisition type. Accordingly, a mixed type of new trackside electronic units is adopted, and the unit type of the trackside electronic units to be added is the communication type. In this way, after the new trackside electronic units are added, the rail transit system will have both communication type and acquisition type trackside electronic units. The number of newly added trackside electronic units is at least one. In some embodiments, the unit type of each newly added trackside electronic unit is determined to be the communication type.

[0089] The ratio between the number of newly added responses and the upper limit of the response control number can be calculated to determine the number of newly added units. If the number of newly added responses cannot be divided evenly by the upper limit of the response control number, the ratio can be rounded up to obtain the number of newly added units.

[0090] In the case that the newly added wayside electronic units are all communication units, the newly added lines may refer to the lines between the wayside electronic units to be installed and the newly added transponders.

[0091] It can be seen that by adding a communication type of wayside electronic unit to the rail transit system of the collection type of wayside electronic unit, it can be suitable for scenarios where the rail transit system is small in scale, the line layout is simple, and the newly added transponders are located in different track directions, that is, the newly added transponders are triggered by different messages. This can reduce the need to continue to deploy the collection type of wayside electronic units, thereby reducing the complexity of deployment operations and maintenance costs.

[0092] Figure 9 A flowchart of a method for determining the deployment information of a trackside electronic unit provided in an embodiment of the present invention. Based on the above embodiment, the embodiment of the present invention specifies "when the newly added deployment mode corresponding to the newly added transponder is that a new trackside electronic unit cannot be added, determining the newly added relay information of the relay to be installed according to the newly added response information" as follows: when the newly added deployment mode corresponding to the newly added transponder is that a new trackside electronic unit cannot be added and the configured unit type includes a communication type, for each newly added transponder, in the line corresponding to the newly added response information, obtain a configured transponder in the opposite direction of the driving direction of the newly added transponder as the transponder corresponding to the newly added transponder; for each newly added transponder, determine at least one relay deployment position and a newly added line corresponding to the newly added transponder according to the newly added transponder and the corresponding transponder; and determine the newly added relay information according to each relay deployment position and the newly added line corresponding to each newly added transponder.

[0093] It should be noted that for parts not described in detail in the embodiments of the present invention, reference may be made to the descriptions of other embodiments.

[0094] See also Figure 9 The method for determining the deployment information of the trackside electronic unit shown includes:

[0095] S901. Obtain configured unit information of a configured wayside electronic unit and configured response information of a configured transponder.

[0096] S902: Acquire new response information of the newly added responder.

[0097] S903. When the new deployment mode corresponding to the newly added transponder is that a new trackside electronic unit can be added, the new unit information of the trackside electronic unit to be installed is determined based on the configured unit information, the configured response information and the newly added response information. The unit type of the trackside electronic unit to be installed is different from that of at least one configured trackside electronic unit.

[0098] S904. When the new deployment mode corresponding to the newly added transponder is that no new trackside electronic unit can be added and the configured unit type includes a communication type, for each of the newly added transponders, in the line corresponding to the newly added response information, obtain a configured transponder that is opposite to the driving direction of the newly added transponder as the transponder corresponding to the newly added transponder.

[0099] Among them, the configured transponder in the opposite direction of travel of the newly added transponder may refer to a configured transponder located on the same track as the newly added transponder but in the opposite direction of travel. The number of configured transponders located on the same track as the newly added transponder but in the opposite direction of travel may be at least one. At this time, a transponder corresponding to the newly added transponder may be randomly selected. Or a transponder corresponding to the newly added transponder may be selected as needed. Two transponders in opposite directions of travel can detect the situation of travel conflicts, specifically, there is a risk of collision when two trains coming from the same direction on the same track at the same time. In this way, the same trackside electronic unit sends messages, which can provide risk warnings and improve the safety of train operation.

[0100] S905 . For each newly added transponder, determine at least one relay deployment position and a newly added line corresponding to the newly added transponder based on the newly added transponder and the corresponding transponder.

[0101] The newly added transponder and the corresponding transponder can be deployed as a wayside electronic unit controlled by the same communication type. The relay is deployed on the line between the newly added transponder and the controlled wayside electronic unit. Alternatively, the relay can be deployed on the line between the corresponding transponder and the controlled wayside electronic unit. The newly added line can refer to the line between the newly added transponder and the controlled wayside electronic unit.

[0102] S906. Determine the newly added relay information according to the relay deployment positions and newly added lines corresponding to the newly added transponders.

[0103] The embodiment of the present invention controls the relay by the configured communication type wayside electronic unit to control the newly added transponder in a rail transit scenario where no new wayside electronic unit can be added and only communication type wayside electronic units exist. This can achieve control of the newly added transponder in a scenario where no new LEU equipment can be added and additional transponders need to be added without increasing the amount of communication data of the message data between the ground control system and the LEU.

[0104] In an optional embodiment, the method of determining at least one relay deployment position and a new line corresponding to the newly added transponder based on the newly added transponder and the corresponding opposite configured transponder includes: determining the line between the target interface of the trackside electronic unit connected to the corresponding transponder and the newly added transponder as a new line; determining the relay deployment position on the new line; and determining the relay deployment position on the line between the target interface and the corresponding transponder.

[0105] Among them, the target interface may refer to a serial communication interface connecting the configured wayside electronic unit and the corresponding transponder. The line between the target interface and the newly added transponder is used for the configured wayside electronic unit to send messages to the newly added transponder through the target interface. A relay is deployed on the newly added line, and the relay corresponds to the newly added transponder. Accordingly, there is a relay deployment position on the newly added line. Optionally, a relay can be deployed on the line between the target interface and the corresponding transponder, and the relay corresponds to the transponder. By separately controlling the newly added transponder and the corresponding transponder through two relays, more types of messages can be output to the transponder to exchange more information with the train's on-board terminal, thereby adapting to more train control scenarios and improving driving safety.

[0106] In some embodiments, there is an overlapping line between the line between the target interface and the newly added transponder and the line between the target interface and the corresponding transponder, and a relay is deployed on the overlapping line, that is, only one relay is deployed on the newly added line and the line between the target interface and the corresponding transponder, and one relay controls the sending of messages to the two transponders. In this way, the number of relay states is smaller, so that fewer types of messages can be output to the transponder, so that less information can be exchanged with the train's on-board terminal, but the deployment cost can be reduced.

[0107] For a group of newly added transponders and corresponding transponders, you can choose to deploy one relay or two relays as needed.

[0108] In addition, if a relay has been deployed on the line between the target interface and the corresponding transponder, the message can be sent to the transponder independently. In this case, there is no need to repeatedly deploy more relays on the line between the target interface and the corresponding transponder.

[0109] It can be seen that by establishing a new line between the target interface and the newly added transponder, and determining the relay deployment position on the new line and the line between the target interface and the corresponding transponder, a message can be sent to the newly added transponder through a separate relay control, thereby achieving additional control of more transponders without adding trackside electronic units, and realizing fine-grained and precise control of the newly added transponders.

[0110] In an optional embodiment, after determining the new relay information of the relay to be installed, it also includes: when there is no vehicle approaching in both driving directions on the track where the newly added transponder is located, controlling the relays of each relay deployment position associated on the track to be in the first state, or only controlling the relays of the relay deployment positions related to multiple directions of the vehicle to be in the second state; when there is a vehicle approaching in only one driving direction on the track where the newly added transponder is located, controlling the relays of the relay deployment positions related to the approaching vehicle to be in the first state; when there are vehicles approaching in both driving directions on the track where the newly added transponder is located, controlling the relays of each relay deployment position associated on the track to be in the first state, and issuing an early warning.

[0111] The relay locations associated with a track may refer to the locations of relays that send messages to transponders deployed on the track. The relay locations associated with multiple vehicle directions may refer to the locations of relays that send messages to transponders deployed in multiple vehicle directions on the track. If trains approach from both directions on the same track, the two trains will collide if they do not stop. This means that the trains approaching from both directions on the same track collide with each other.

[0112] If there are no vehicles approaching in either direction, the LEU can send a message indicating no vehicles are approaching to the transponders in those directions. The message, through relay state control, can control the relays connected to the transponders in those directions to a first state. The first state is used to confirm that there is no vehicle approaching. In some embodiments, the first state can be a disconnected state.

[0113] A "high-traffic direction" may refer to a direction with a large number of trains. The frequency of train travel can be pre-calculated, and directions with a frequency greater than or equal to a preset threshold can be identified as high-traffic directions. In this case, the relay in the high-traffic direction can be in a second state opposite to the first state. The second state can be the opposite of the first state, for example, a closed state. If no trains are approaching in either direction, the relay in the high-traffic direction can be normally closed, while the relay in the non-high-traffic direction can be normally open. Accordingly, the relay in the high-traffic direction is in the second state, while the relay in the non-high-traffic direction is in the first state.

[0114] In some embodiments, it can be determined whether to set the multi-directional relay to a normally closed state based on scenario requirements. If the multi-directional relay is set to a normally closed state, if no vehicle approaches in either direction on the track where the newly added transponder is located, only the relays at the multi-directional relay deployment locations are controlled to be in the second state, while the relays at the non-multi-directional relay deployment locations are controlled to be in the first state. If the multi-directional relay is not set to a normally closed state, if no vehicle approaches in either direction on the track where the newly added transponder is located, the relays associated with the two driving directions are controlled to be in the first state.

[0115] If a vehicle approaches in only one of the two driving directions, there is no vehicle approaching in the other direction. In this case, the LEU can send a vehicle approaching message to the transponder with the vehicle approaching. This message is controlled by the relay state. The deployment position of the relay related to vehicle approaching can be the deployment position of the relay that sends the message to the transponder deployed in the direction of the vehicle approaching on the track. The relay connected to the transponder in the direction of the vehicle approaching can be controlled to the second state. The relay connected to the transponder in the direction of the vehicle approaching can remain in the first state.

[0116] Approaching vehicles in both directions of travel indicate a collision risk, triggering an abnormal event. In this case, the LEU can send an approaching vehicle message to the transponders in both directions. This message is controlled by the relay state. The relays connected to the transponders in both directions of travel can be controlled to the first state. The first state is used to determine if a vehicle is approaching. Because the first state is also used to determine if a vehicle is not approaching, an additional warning signal is required to alert the train and relevant users of the simultaneous presence of vehicles in both directions of travel.

[0117] In some embodiments, the relay can be controlled to be attracted to place the relay in a first state and controlled to be lowered to place the relay in a second state, or the relay can be controlled to be lowered to place the relay in the first state and controlled to be attracted to place the relay in the second state. The specific control operation can be determined according to the scenario requirements and the working principle of the relay.

[0118] The newly added balises are also controlled by the above message sending mechanism. For lines that have not been improved, the wayside electronic unit still controls the balises via the serial port.

[0119] It can be seen that in the scenario where the communication-type trackside electronic unit sends messages through the newly added relay, the state of the newly added relay is controlled accordingly according to whether there is a car in the driving direction, and then the corresponding message is accurately controlled to be sent to the newly added transponder. The state of the relay can be adaptively controlled for different driving scenarios, thereby controlling the sending of messages to the newly added transponder. The original communication data volume can be used in the original serial port to send messages to a larger number of transponders, which can reduce the amount of communication data required for the added transponders.

[0120] In an optional embodiment, a recovery relay can be deployed for the newly added relays to detect the status of each newly added relay, and when an abnormality is detected in the relay, a speed limit message is sent to the transponder to control the train to travel at a low speed and issue an early warning.

[0121] In a scenario, as in the previous example Figure 6 The distribution diagram of the newly added transponder is shown in FIG. 1 , and the connection diagram of the newly added relay provided in the embodiment of the present invention is shown in FIG. Figure 10 As shown. Figure 6 In the corresponding scenario, if it is not possible to add LEU in actual use, two sets of LEU can be used to control 10 transponders by using a control switching relay.

[0122] Since there is no possibility of vehicles traveling in opposite directions at the same time in the BA2 and BA9 directions in real scenarios, a set of relays is added to the external connections of the BA2 and BA9 transponders, namely the relay BA2-RELAY that sends messages to the transponder BA2 and the relay BA9-RELAY that sends messages to the transponder BA9. Similarly, a set of relays is added for BA4 and BA10, namely the relay BA4-RELAY that sends messages to the transponder BA4 and the relay BA10-RELAY that sends messages to the transponder BA10. In addition, BA2 can be replaced by BA1, and BA4 can be replaced by BA3. Through this method, a method of controlling 6 transponders with a single set of LEUs is realized, breaking the original limitation that a single set of LEUs can control a maximum of 4 transponders. Among them, the maximum number of transponders controlled by different models of communication type LEUs is different. Here, the maximum control number is 4 as an example, and this method can be used flexibly according to different types of LEUs).

[0123] The section occupancy check device notifies the ground control system of the train's direction of travel. The ground control system uses the train's direction to drive the corresponding relay, thereby controlling the LEU to send a message to the transponder in that direction. The section occupancy check device can be an axle counter or track circuit, etc. The specific processing flow is as follows, taking BA2 and BA9 as an example:

[0124] 1) The section occupancy check device detects that there is no train approaching in the BA2 and BA9 directions: BA2-RELAY and BA9-RELAY are disconnected, and the LEU sends a default message, or the relevant relays of the common driving directions set in the project are disconnected by default;

[0125] 2) The section occupancy inspection equipment detects that there is a vehicle approaching from BA2 but no vehicle is approaching from BA9: the ground control system controls BA2-REALY to close and BA9-REALY to open;

[0126] 3) The section occupancy inspection equipment detects that a vehicle is approaching from BA9 but not from BA2: the ground control system controls BA9-REALY to close and BA2-REALY to open;

[0127] 4) The section occupancy inspection equipment detects that trains are approaching in the directions of BA2 and BA9: the ground control system controls BA2-RELAY and BA9-RELAY to be disconnected, and the LEU sends a default message and issues an alarm to the control center.

[0128] for Figure 7 Each relay in the system must be equipped with a recovery relay to monitor its status in real time. If a relay anomaly is detected based on the monitored status, the relay should be promptly redirected to the safe side, a transponder message should be sent to the safe side, and an alarm should be issued to the control center. This message can be a speed limit message with a minimum speed limit configured.

[0129] By adding relays to accommodate the newly added transponders, it is possible to implement scenarios where additional LEU equipment cannot be added and additional transponders are required, without increasing the amount of communication data for message data between the ground control system and the LEU.

[0130] The embodiment of the present invention adopts a multi-mode hybrid LEU control mechanism for newly added transponders, which can be compatible with both communication type LEU (dynamic message transmission) and acquisition type LEU (relay control fixed message) to achieve collaborative work of the two modes; for transponder groups using the same message, the acquisition type LEU is preferred to significantly reduce the amount of data between the ground host and the LEU, thereby reducing the communication load; it supports the mixed deployment of existing communication type and acquisition type LEUs, adapts to complex line scenarios, and can enhance the compatibility of current rail transit. Alternatively, the introduction of new relays can be used in scenarios where LEUs cannot be added, so that a single LEU interface can control multiple transponders, dynamically switch relays, reduce equipment redundancy, and reduce the number of devices. Both of these methods reduce the requirements of the LEU for the communication performance of the ground control system as much as possible, improve the flexibility between devices to a certain extent, reduce the amount of communication data between interfaces, and improve the operating performance of the system.

[0131] Figure 11This is a schematic diagram of the structure of a device for determining the position of a trackside electronic unit, provided in an embodiment of the present invention. This embodiment of the present invention is applicable to controlling newly added transponders in rail transit systems. The device can execute a method for determining the deployment information of a trackside electronic unit. The device can be implemented in hardware and / or software and can be configured in an electronic device that performs the function of determining the position of a trackside electronic unit.

[0132] See also Figure 11 The device for determining the position of the wayside electronic unit shown includes:

[0133] A configured information acquisition module 1101 is used to acquire configured unit information of configured wayside electronic units and configured response information of configured transponders;

[0134] A newly added response acquisition module 1102 is used to obtain newly added response information of a newly added responder;

[0135] A new unit determination module 1103 is configured to determine, when the new deployment mode corresponding to the new balise is that a new wayside electronic unit can be added, new unit information of the wayside electronic unit to be installed based on the configured unit information, the configured response information, and the new response information;

[0136] The newly added relay determination module 1104 is used to determine the newly added relay information of the relay to be installed according to the newly added response information when the newly added deployment mode corresponding to the newly added transponder is that the trackside electronic unit cannot be added.

[0137] The technical solution of the embodiment of the present invention determines the new unit information of the new wayside electronic unit and the new relay information of the new relay based on the newly added deployment scenarios of different transponders, and the unit type of the newly added wayside electronic unit is different from that of at least one configured wayside electronic unit, so that it can flexibly respond to scenarios with different deployment requirements. At the same time, it can reduce the number of wayside electronic units of a single unit type, and then reduce the amount of communication information between the wayside electronic unit and the ground control equipment, solving the technical problem in the prior art that a large number of wayside electronic units or a large amount of communication information need to be added to cope with the newly added transponders. It can meet the control requirements of the newly added transponders while reducing the number of newly added wayside electronic units and the amount of communication information.

[0138] Optionally, a new unit determination module 1103 is added, specifically configured to:

[0139] When the newly added deployment mode corresponding to the newly added transponder is that a trackside electronic unit can be added and the configured unit types in the configured unit information only include communication types, the newly added unit type is determined to be a collection type;

[0140] Determining the number of newly added units based on the configured unit information, the configured response information, and the newly added response information;

[0141] For each of the trackside electronic units to be installed, determining a line between the trackside electronic unit to be installed and at least one balise in the same track direction as a newly added line;

[0142] The newly added unit type, the newly added unit quantity and the newly added line are determined as the newly added unit information of the trackside electronic unit to be installed.

[0143] Optionally, a new unit determination module 1103 is added, specifically configured to:

[0144] Determining the number of responses to be controlled based on the number of configured responses in the configured response information, the number of new responses in the new response information, and the upper limit of the response control number in the configured unit information;

[0145] According to the newly added response distribution in the newly added response information, the configured response distribution in the configured response information and the number of responses to be controlled, the minimum number of track directions of the response device distribution is determined and used as the number of newly added units.

[0146] Optionally, a new unit determination module 1103 is added, specifically configured to:

[0147] When the newly added deployment mode corresponding to the newly added transponder is that a trackside electronic unit can be added and the configured unit types in the configured unit information only include acquisition types, the newly added unit type is determined to be a communication type;

[0148] Determining the number of newly added units according to the number of newly added responses in the newly added response information and the upper limit of the response control number of each of the trackside electronic units to be installed;

[0149] Determining the lines between the interfaces of the trackside electronic units to be installed and the newly added transponders as newly added lines;

[0150] The newly added unit type, the newly added unit quantity and the newly added line are determined as the newly added unit information of the trackside electronic unit to be installed.

[0151] Optionally, a relay determination module 1104 is added, specifically configured to:

[0152] When the newly added deployment mode corresponding to the newly added transponder is that a new wayside electronic unit cannot be added and the configured unit type includes a communication type, for each newly added transponder, in the route corresponding to the newly added response information, obtaining a configured transponder in the opposite direction of the driving direction of the newly added transponder as the transponder corresponding to the newly added transponder;

[0153] For each of the newly added transponders, determining at least one relay deployment location and a newly added line corresponding to the newly added transponder based on the newly added transponder and the corresponding transponder;

[0154] The newly added relay information is determined based on the relay deployment positions and newly added lines corresponding to the newly added transponders.

[0155] Optionally, a relay determination module 1104 is added, specifically configured to:

[0156] Determine the line between the target interface of the trackside electronic unit connected to the corresponding balise and the newly added balise as a newly added line;

[0157] Determining a relay deployment location on the newly added line;

[0158] A relay deployment position is determined on a line between the target interface and the corresponding transponder.

[0159] Optionally, the trackside electronic unit position determination device further includes:

[0160] New relay control module for:

[0161] When there is no vehicle approaching in both driving directions on the track where the newly added balise is located, the relays at the associated relay deployment positions on the track are controlled to be in the first state, or only the relays at the relay deployment positions related to the vehicle in multiple directions are controlled to be in the second state;

[0162] When a vehicle approaches in only one driving direction on the track where the newly added balise is located, the relay at the relay deployment position related to the vehicle approaching is controlled to be in the first state;

[0163] When there are vehicles approaching in both driving directions on the track where the newly added balise is located, the relays at the associated relay deployment positions on the track are controlled to be in the first state and an early warning is issued.

[0164] The device for determining the position of a trackside electronic unit provided in an embodiment of the present invention can execute the method for determining the deployment information of a trackside electronic unit provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0165] In the technical solutions of the embodiments of the present invention, the acquisition, storage and application of the data involved are in compliance with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0166] Figure 12 A schematic diagram of the structure of an electronic device 1200 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0167] like Figure 12 As shown, the electronic device 1200 includes at least one processor 1201, and a memory connected to the at least one processor 1201 in communication, such as a read-only memory (ROM) 1202, a random access memory (RAM) 1203, etc., wherein the memory stores a computer program that can be executed by the at least one processor, and the processor 1201 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 1202 or the computer program loaded from the storage unit 1208 into the random access memory (RAM) 1203. Various programs and data required for the operation of the electronic device 1200 can also be stored in the RAM 1203. The processor 1201, ROM 1202, and RAM 1203 are connected to each other via a bus 1204. An input / output (I / O) interface 1205 is also connected to the bus 1204.

[0168] Multiple components in the electronic device 1200 are connected to the I / O interface 1205, including an input unit 1206, such as a keyboard, a mouse, etc.; an output unit 1207, such as various types of displays, speakers, etc.; a storage unit 1208, such as a magnetic disk, an optical disk, etc.; and a communication unit 1209, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 1209 allows the electronic device 1200 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0169] Processor 1201 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of processor 1201 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any other suitable processors, controllers, microcontrollers, etc. Processor 1201 executes the various methods and processes described above, such as the method for determining trackside electronic unit deployment information.

[0170] In some embodiments, the method for determining the deployment information of a wayside electronic unit can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 1208. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 1200 via ROM 1202 and / or communication unit 1209. When the computer program is loaded into RAM 1203 and executed by processor 1201, one or more steps of the method for determining the deployment information of a wayside electronic unit described above can be performed. Alternatively, in other embodiments, processor 1201 can be configured to execute the method for determining the deployment information of a wayside electronic unit in any other suitable manner (e.g., via firmware).

[0171] Various embodiments of the systems and techniques described above can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0172] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer program may be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0173] In the context of the present invention, computer-readable storage media can be tangible media that can contain or store a computer program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Computer-readable storage media can include but are not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, computer-readable storage media can be machine-readable signal media. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0174] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0175] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0176] A computing system may include clients and servers. The clients and servers are generally remote from each other and typically interact via a communication network. This client-server relationship arises through computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host. This server is a hosting product within a cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosting and VPS (Virtual Private Server) services.

[0177] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0178] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for determining trackside electronic unit deployment information, characterized in that: The method comprises: Obtaining configured unit information of a configured wayside electronic unit and configured response information of a configured balise; Get the new response information of the new responder; In a case where the newly added deployment mode corresponding to the newly added transponder is that a new wayside electronic unit can be added, determining new unit information of a to-be-installed wayside electronic unit according to the configured unit information, the configured response information, and the newly added response information, wherein the to-be-installed wayside electronic unit is of a different unit type from at least one of the configured wayside electronic units; In a case where the newly added deployment mode corresponding to the newly added transponder is that no new trackside electronic unit can be added, the newly added relay information of the relay to be installed is determined according to the newly added response information.

2. The method according to claim 1, characterized in that When the newly added deployment mode corresponding to the newly added transponder is that a new trackside electronic unit can be added, determining the new unit information of the trackside electronic unit to be installed according to the configured unit information, the configured response information, and the newly added response information includes: When the newly added deployment mode corresponding to the newly added transponder is that a trackside electronic unit can be added and the configured unit types in the configured unit information only include communication types, the newly added unit type is determined to be a collection type; Determining the number of newly added units based on the configured unit information, the configured response information, and the newly added response information; For each of the trackside electronic units to be installed, determining a line between the trackside electronic unit to be installed and at least one balise in the same track direction as a newly added line; The newly added unit type, the newly added unit quantity and the newly added line are determined as the newly added unit information of the trackside electronic unit to be installed.

3. The method according to claim 2, characterized in that The determining the number of newly added units according to the configured unit information, the configured response information, and the newly added response information includes: Determining the number of responses to be controlled based on the number of configured responses in the configured response information, the number of new responses in the new response information, and the upper limit of the response control number in the configured unit information; According to the newly added response distribution in the newly added response information, the configured response distribution in the configured response information and the number of responses to be controlled, the minimum number of track directions of the response device distribution is determined and used as the number of newly added units.

4. The method according to claim 1, wherein When the newly added deployment mode corresponding to the newly added transponder is that a new trackside electronic unit can be added, determining the new unit information of the trackside electronic unit to be installed according to the configured unit information, the configured response information, and the newly added response information includes: When the newly added deployment mode corresponding to the newly added transponder is that a trackside electronic unit can be added and the configured unit types in the configured unit information only include acquisition types, the newly added unit type is determined to be a communication type; Determining the number of newly added units according to the number of newly added responses in the newly added response information and the upper limit of the response control number of each of the trackside electronic units to be installed; Determining the lines between the interfaces of the trackside electronic units to be installed and the newly added transponders as newly added lines; The newly added unit type, the newly added unit quantity and the newly added line are determined as the newly added unit information of the trackside electronic unit to be installed.

5. The method according to claim 1, wherein When the newly added deployment mode corresponding to the newly added transponder is that a new trackside electronic unit cannot be added, determining the newly added relay information of the relay to be installed according to the newly added response information includes: When the newly added deployment mode corresponding to the newly added transponder is that a new wayside electronic unit cannot be added and the configured unit type includes a communication type, for each newly added transponder, in the route corresponding to the newly added response information, obtaining a configured transponder in the opposite direction of the driving direction of the newly added transponder as the transponder corresponding to the newly added transponder; For each of the newly added transponders, determining at least one relay deployment location and a newly added line corresponding to the newly added transponder based on the newly added transponder and the corresponding transponder; The newly added relay information is determined based on the relay deployment positions and newly added lines corresponding to the newly added transponders.

6. The method according to claim 5, characterized in that The determining, based on the newly added transponder and the corresponding oppositely configured transponder, at least one relay deployment position and a newly added line corresponding to the newly added transponder includes: Determine the line between the target interface of the trackside electronic unit connected to the corresponding balise and the newly added balise as a newly added line; Determining a relay deployment location on the newly added line; A relay deployment position is determined on a line between the target interface and the corresponding transponder.

7. The method according to claim 6, characterized in that After determining the newly added relay information of the relay to be installed, it also includes: When there is no vehicle approaching in both driving directions on the track where the newly added balise is located, the relays at the associated relay deployment positions on the track are controlled to be in the first state, or only the relays at the relay deployment positions related to the vehicle in multiple directions are controlled to be in the second state; When a vehicle approaches in only one driving direction on the track where the newly added balise is located, the relay at the relay deployment position related to the vehicle approaching is controlled to be in the first state; When there are vehicles approaching in both driving directions on the track where the newly added balise is located, the relays at the associated relay deployment positions on the track are controlled to be in the first state and an early warning is issued.

8. A device for determining the position of a trackside electronic unit, characterized in that: The device comprises: A configured information acquisition module, used to acquire configured unit information of a configured wayside electronic unit and configured response information of a configured transponder; A new response acquisition module is added to obtain the new response information of the new responder; a new unit determination module, configured to determine, when the new deployment mode corresponding to the new transponder is that a new wayside electronic unit can be added, new unit information of a to-be-installed wayside electronic unit based on the configured unit information, the configured response information, and the new response information, wherein the to-be-installed wayside electronic unit is of a different unit type from at least one of the configured wayside electronic units; The newly added relay determination module is used to determine the newly added relay information of the relay to be installed according to the newly added response information when the newly added deployment mode corresponding to the newly added transponder is that the trackside electronic unit cannot be added.

9. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to perform the method for determining the deployment information of the trackside electronic unit according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method for determining the deployment information of the trackside electronic unit according to any one of claims 1 to 7 when executed.

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