Information processing system, method and device

Abstract

The embodiment of the invention provides an information processing system, method and device.The information processing system comprises a train head end and a train tail end, the train head end is in communication connection with the train tail end, and the train head end is used for receiving a target train when the target train stops at a target station and the train head end breaks down; obtaining parking information of the target train and head end positioning information corresponding to the head end of the train, and sending the parking information and the head end positioning information to the tail end of the train; and the train tail end is used for determining tail end positioning information corresponding to the train tail end according to the parking information, calculating positioning error information based on the head end positioning information and the tail end positioning information, and executing a train door control operation of the target train under the condition that the positioning error information meets a train operation error condition.

Description

Technical Field

[0001] The embodiments of this specification relate to the field of rail transportation technology, and in particular to information processing systems, methods, and devices. Background Art

[0002] Most train positioning equipment in urban rail transit uses a head-to-tail redundant positioning design. By installing positioning equipment at each end of a train and establishing an interactive channel between the two, information can be exchanged through this channel. This interactive information can then be used to synchronize time between the two ends and locate the tail end. In the event of a head-end failure, the exchanged information can be determined to determine whether there is a discrepancy between the head-to-tail information. If there is no discrepancy, or if the discrepancy is within a pre-set threshold, the tail end information can be used in the event of a head-end failure. If there is a discrepancy between the head-to-tail information and the discrepancy is not within the threshold, a problem exists at the tail end, and the tail end information cannot be used in the event of a head-end failure. This method of obtaining train positioning is known as redundant positioning. While existing redundant positioning methods can satisfy the requirement for tail end positioning to control train operation in the event of a head-end failure, tail end positioning can suffer from positioning errors. Using tail end positioning information for train operation control while the train is stopped can result in ineffective train control due to the large positioning errors, potentially preventing the train from operating normally. Therefore, an effective solution is urgently needed to address this issue. Summary of the Invention

[0003] In view of this, embodiments of this specification provide an information processing system. One or more embodiments of this specification also relate to an information processing method, an information processing apparatus, a computing device, a computer-readable storage medium, and a computer program product to address technical deficiencies in the prior art.

[0004] According to a first aspect of an embodiment of this specification, an information processing system is provided, comprising a train head end and a train tail end, wherein the train head end and the train tail end are communicatively connected, comprising: The train head end is used to obtain the stop information of the target train and the head end positioning information corresponding to the train head end when the target train stops at the target station and the train head end fails, and send the information to the train tail end; The rear end of the train is used to determine the tail end positioning information corresponding to the rear end of the train according to the parking information, calculate the positioning error information based on the head end positioning information and the tail end positioning information, and execute the door control operation of the target train when the positioning error information meets the train operation error condition.

[0005] According to a second aspect of the embodiments of this specification, there is provided an information processing method applied to the rear end of a train, comprising: When a target train stops at a target station and a head end of the train fails, obtaining the stopping information of the target train and the head end positioning information corresponding to the head end of the train; Determining tail end positioning information corresponding to the tail end of the train according to the parking information, and calculating positioning error information based on the head end positioning information and the tail end positioning information; In a case where the positioning error information satisfies a train operation error condition, a door control operation of the target train is performed.

[0006] According to a third aspect of the embodiments of this specification, there is provided an information processing device, applied to the rear end of a train, comprising: an acquisition module configured to acquire, when a target train stops at a target station and a head end of the train has a fault, parking information of the target train and head end positioning information corresponding to the head end of the train; a determination module configured to determine tail end positioning information corresponding to the tail end of the train according to the parking information, and calculate positioning error information based on the head end positioning information and the tail end positioning information; The execution module is configured to execute the door control operation of the target train when the positioning error information meets the train operation error condition.

[0007] According to a fourth aspect of the embodiments of this specification, a computing device is provided, including: memory and processor; The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, the steps of the above-mentioned information processing method are implemented.

[0008] According to a fifth aspect of the embodiments of this specification, a computer-readable storage medium is provided, which stores computer-executable instructions, and when the instructions are executed by a processor, the steps of the above-mentioned information processing method are implemented.

[0009] According to a sixth aspect of the embodiments of this specification, a computer program product is provided, comprising a computer program or instructions, which implement the steps of the above-mentioned information processing method when executed by a processor.

[0010] The information processing system provided in this embodiment can avoid the problem of train control failure due to tail-end positioning error when the head-end fails and train control needs to be performed based on the tail-end positioning information. When the target train stops at the target station and the head-end of the train fails, the head-end of the train can obtain the target train's stopping information and the head-end positioning information corresponding to the head-end of the train, and send it to the tail-end of the train. At this time, the tail-end of the train can determine the tail-end positioning information corresponding to the tail-end of the train based on the stopping information. To avoid the train control failure due to the error in the tail-end positioning information, the positioning error information can be calculated based on the head-end positioning information and the tail-end positioning information. When the positioning error information meets the train operation error condition, the door control operation of the target train can be completed based on the tail-end of the train, thereby avoiding the problem of abnormal degradation of the train due to lack of position and affecting the normal operation of subsequent trains. At the same time, when the head-end abnormally switches to tail-end control, it is no longer affected by the positioning error, but the operation is completed by combining the head-end positioning information and the tail-end positioning information. This reduces the problem of doors not being able to open and close normally due to errors, effectively improves train operation efficiency, and avoids the risk of control failure caused by head-end failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 This is a schematic diagram of the structure of an information processing system provided by one embodiment of this specification; Figure 2 This is a schematic diagram of a train stop in an information processing system provided by one embodiment of this specification; Figure 3 is a flow chart of an information processing method provided by one embodiment of this specification; Figure 4 This is an interactive diagram of an information processing system provided by one embodiment of this specification; Figure 5 This is a schematic diagram of the structure of an information processing device provided by one embodiment of this specification; Figure 6 This is a structural block diagram of a computing device provided by one embodiment of this specification. DETAILED DESCRIPTION

[0012] The following description sets forth many specific details to facilitate a thorough understanding of this specification. However, this specification can be implemented in many other ways than those described herein, and those skilled in the art can make similar generalizations without violating the scope of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0013] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a," "the," and "the" used in one or more embodiments of this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items.

[0014] It should be understood that although the terms first, second, etc. may be used to describe various information in one or more embodiments of this specification, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, the first may also be referred to as the second, and similarly, the second may also be referred to as the first. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0015] In addition, it should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0016] First, the terms involved in one or more embodiments of this specification are explained.

[0017] Communication Based Train Control (CBTC): A continuous train automatic control system built through active train positioning technology that does not rely on trackside train occupancy detection equipment, continuous train-to-ground two-way data communication technology, and on-board and ground processors capable of performing safety functions.

[0018] Redundant Positioning: A BTM positioning device is installed at each end of the vehicle. The ATP systems at both ends of the vehicle have an interactive channel for information exchange. This interactive information is used to synchronize time between the two ends and locate the rear end. If a fault occurs at the front end, the exchanged information is determined to determine if there is a discrepancy between the front and rear ends. If there is no discrepancy or the discrepancy is within a pre-set threshold, the rear end information can be used in the event of a front end fault. If there is a discrepancy between the front and rear ends and the discrepancy is not within the pre-set threshold, a problem exists at the rear end, and the rear end information cannot be used in the event of a front end fault.

[0019] ATP: The onboard ATP (Automatic Train Protection) system is a safety system that ensures trains adhere to and monitor speed limits and signals. It transmits information such as train position to the ZC and calculates the recommended train speed based on movement authorizations sent by the ZC, the status of the trackside equipment ahead, and temporary speed limits, assisting train operations. This system provides assistance and supervision for train safety and operation (driver or equipment automated driving), preventing collisions caused by hostile train movements; protecting passengers from accidents such as abnormal door opening and train backtracking; and preventing trains from exceeding speed limits or commanding speeds that could cause danger to the train or damage to the track.

[0020] This specification provides an information processing system. One or more embodiments of this specification also relate to an information processing method, an information processing apparatus, a computing device, a computer-readable storage medium, and a computer program product, each of which is described in detail in the following embodiments.

[0021] The information processing system provided in this embodiment can avoid the problem of train control failure due to tail-end positioning error when the head-end fails and train control needs to be performed based on the tail-end positioning information. When the target train stops at the target station and the head-end of the train fails, the head-end of the train can obtain the target train's stopping information and the head-end positioning information corresponding to the head-end of the train, and send it to the tail-end of the train. At this time, the tail-end of the train can determine the tail-end positioning information corresponding to the tail-end of the train based on the stopping information. To avoid the train control failure due to the error in the tail-end positioning information, the positioning error information can be calculated based on the head-end positioning information and the tail-end positioning information. When the positioning error information meets the train operation error condition, the door control operation of the target train can be completed based on the tail-end of the train, thereby avoiding the problem of abnormal degradation of the train due to lack of position and affecting the normal operation of subsequent trains. At the same time, when the head-end abnormally switches to tail-end control, it is no longer affected by the positioning error, but the operation is completed by combining the head-end positioning information and the tail-end positioning information. This reduces the problem of doors not being able to open and close normally due to errors, effectively improves train operation efficiency, and avoids the risk of control failure caused by head-end failure.

[0022] See also Figure 1 , Figure 1 The following is a schematic diagram showing the structure of an information processing system provided according to one embodiment of the present specification. The information processing system 100 includes a train head end 110 and a train tail end 120. The train head end 110 and the train tail end 120 are communicatively connected and include: The train head end 110 is used to obtain the stop information of the target train and the head end positioning information corresponding to the train head end when the target train stops at the target station and the train head end fails, and send the information to the train tail end; The train tail end 120 is used to determine the tail end positioning information corresponding to the train tail end according to the parking information, calculate the positioning error information based on the head end positioning information and the tail end positioning information, and execute the door control operation of the target train when the positioning error information meets the train operation error condition.

[0023] The information processing system provided in this embodiment is used to control the opening and closing of train doors using the rear-end positioning information when a head-end fault occurs. This can avoid the inability to open and close doors at the rear end of the train due to positioning errors, thereby providing effective support for efficient and safe operation of rail transit.

[0024] Specifically, the front end of the train specifically refers to the on-board system arranged at the front position of the train, that is, the ATP system arranged at the front of the train, and the rear end of the train specifically refers to the on-board system arranged at the rear position of the train, that is, the ATP system arranged at the rear of the train. Correspondingly; It should be noted that in the rail transit scenario, since the front and rear of the train are the same, the distinction between the front and rear of the train can be determined according to the direction of the train's operation. Correspondingly, the parking information specifically refers to the information collected by the front end of the train after the target train has stopped steadily and accurately, and is used to send it to the rear end in the event of a fault at the front end to inform the rear end of the current operating status of the train. Correspondingly, the front end positioning information specifically refers to the position information of the front end of the train in the current positioning cycle, and is used to send it to the rear end of the train in the event of a fault at the front end to assist the rear end of the train to complete the door control operation to prevent the train from being unable to run.

[0025] Accordingly, the tail-end positioning information specifically refers to the position information of the tail end of the train in the current positioning cycle, which is used to determine whether the doors can be controlled according to its own positioning information in the event of a head-end failure, thereby ensuring that the doors can be controlled instead of the head-end when the head-end fails, thus avoiding the train from being unable to run. Accordingly, the positioning error information specifically refers to the information of the relative positioning error between the head end and the tail end of the current train when the tail end of the train is required to control the door switch, which is used to compare with the train operation error conditions, thereby feeding back to the tail end of the train a signal on whether the door switch can be controlled normally, so that the tail end of the train determines the current parking status of the train according to the error, thereby avoiding the situation where the tail end positioning is directly used for door control in the event of a head-end failure, and the judgment result is that the door cannot be controlled, while the actual situation is that the door control conditions are met, thereby ensuring the normal operation of the train. Among them, the door control operation refers to the operation of controlling the door switch.

[0026] In actual applications, the positioning systems at the head and tail ends are used to independently locate the position of the train, and the error between the positions located by the head and tail end positioning systems is calculated. When the error is less than the threshold, if the positioning system at the head end fails, the positioning system at the tail end is used to locate the position of the train. Through the redundancy of the positioning at the head and tail ends, when the positioning system at one end fails, the position information at the other end is used to ensure the normal operation of the train.

[0027] During the train operation, the head end and the tail end are positioned independently. As long as the positions recorded by both are within the threshold range for the same train at the same time, the positioning result is considered reasonable. When the train stops at the platform, if its speed is lower than a certain value and can be maintained for a certain period of time, it can be determined that the train has stopped. Figure 2As shown, if the position of the head end is within the parking window area on the left and right sides of the pre-set stop point (this parking window is the area between the bright spots A and B), the train can be considered to have stopped accurately. It should be noted that in order to fully meet the needs of passengers getting on and off the train and ensure that at least one door can be opened to a certain gap, the maximum value of the parking window range is related to the door width. The door width of a standard train is usually 50 cm. Only when the train has achieved the dual conditions of stopping steadily and accurately at the stop point can the automatic opening and closing of the doors and the platform doors be linked to each other, thereby smoothly completing the passenger boarding and alighting process. During this process, if certain special circumstances occur, the head end will activate the position information recorded by the tail end. Common special circumstances are as follows: (1) The head end BTM fails, resulting in the head end itself having no positioning information; (2) When an emergency such as landslide, collapse, or fire occurs in the forward track section, the train cannot continue to move forward and the train needs to change ends at the platform.

[0028] Because the position difference between the head and tail ends is reasonable within the position difference threshold, the following three situations may occur: ① The positioning errors of the head and tail ends are less than or equal to the standard door width of 50 cm; ② The positioning errors of the head and tail ends are greater than the standard door width of 50 cm and less than or equal to the position difference threshold between the head and tail ends; ③ The positioning errors of the head and tail ends are greater than the position difference threshold between the head and tail ends.

[0029] In the first case, the tail position is still within the stop window after using it, and there is no impact on train boarding and alighting operations. In the second case, the tail position is no longer within the stop window, and the position may be updated forward or backward in the direction of travel. In this case, automatic door and platform door opening and closing operations cannot be carried out, and manual intervention is required to complete passenger boarding and alighting operations, which also affects operational efficiency and causes trouble for drivers and dispatchers. In the third case, there are no available positions on the train, and manual processing is required.

[0030] This analysis shows that existing redundant positioning technology, when using tail-end position information during precise platform stops, often results in problems with automatic door opening and closing, which undoubtedly has a serious negative impact on operational efficiency. This is because the error in controlling door opening and closing is much smaller than the error in positioning during train operation, and the two are affected by train operation and parking operations, making them incompatible. In this case, if tail-end positioning is used to control the doors in the event of a head-end failure, the error in tail-end positioning will not meet the minimum tolerance for door opening and closing, resulting in the inability to properly open and close doors using tail-end positioning information. Therefore, an effective solution to this problem is urgently needed.

[0031] Therefore, in order to avoid the problem that the train cannot be controlled due to the tail end positioning error when the head end fails and train control needs to be performed according to the tail end positioning information, in the case that the target train stops at the target station and the train head end fails, the train head end can obtain the parking information of the target train and the head end positioning information corresponding to the train head end, and send them to the train tail end. At this time, the train tail end can determine the tail end positioning information corresponding to the train tail end according to the parking information. In order to avoid the error of the tail end positioning information that cannot control the train, the positioning error information can be calculated based on the head end positioning information and the tail end positioning information, so as to realize the execution of the door control operation of the target train based on the train tail end in the case that the positioning error information meets the train running error condition.

[0032] For example, in the rail transit scene, A train running between two places has a total of 20 stop platforms. When A train stops at platform 10, due to program error of train head end on-board system, the system crashes and cannot continue to control A train running. At this time, the train tail end needs to control the opening and closing of the doors of A train. In this case, the train head end will send the parking information of A train stopping at the stop station to the train tail end, and also send the head end positioning information (x1, y1) of the train head end. After receiving the parking information, the train tail end considers that there will be a certain error in the independent positioning of the train head end and the train tail end, especially when the train enters the platform to carry out the operation, the position accuracy is very high. If the tail end positioning information is used due to program crash, it is extremely possible that the doors cannot be automatically opened or closed, so that the boarding and alighting operation cannot be normally operated.

[0033] Therefore, after determining that A train stops at platform 10 and is currently in the opening state, when the train needs to close the doors for running, the train head end cannot continue to control the closing of the doors due to the train head end failure, so the train tail end needs to replace the head end to complete the operation. Therefore, the train tail end needs to first determine its tail end positioning information (x2, y2), and then can calculate the positioning error between the train head end and the train tail end by combining the head end positioning information (x1, y1) and the tail end positioning information (x2, y2). After calculation, it is determined that the positioning error between the two is 80 cm, and the pre-set train running error threshold is 200 cm. By comparison, it is determined that the positioning error is less than the threshold, which means that the current positioning error of the train tail end is within a reasonable range, and A train is in the stop station at platform 10. At this time, the doors of A train can be controlled to be closed, and A train can run to platform 11 after meeting the running condition.

[0034] To sum up, completing the door control at the tail end can avoid the problem of abnormal degradation of the train due to lack of position and affecting the normal operation of subsequent trains. At the same time, when the head end abnormally switches to tail end control, it is no longer affected by the positioning error. Instead, the operation is completed by combining the head end positioning information and the tail end positioning information, thereby reducing the problem of abnormal opening and closing of the doors due to errors, effectively improving the train operation efficiency and avoiding the risk of uncontrollable failures caused by head end failures.

[0035] During specific implementation, in order to ensure that the train operation error conditions are accurate enough so that the door control operation can be completed at the rear end of the train, the train operation error conditions can be constructed based on time position difference information, transponder installation error information, transponder antenna installation error information and calculation error information.

[0036] The time position difference information specifically refers to the position difference caused by the time difference between receiving the transponder and calculating the position. The transponder installation error information specifically refers to the error in transponder installation. The transponder antenna installation error information specifically refers to the error in the installation of the vehicle transponder antenna. The calculation error information specifically refers to the rounding error information when calculating the error information.

[0037] By combining multi-dimensional error information to construct train operation error conditions, the conditions can be made consistent with the comparison basis for controlling the door switches at the rear end of the train, thereby ensuring that when the door switches can be controlled at the rear end of the train, the door switches can be completed according to control operations that conform to the actual situation, so that the judgment results of the on-board system are consistent with the actual situation, thereby improving the efficiency and safety of train operation.

[0038] Furthermore, if a train head end malfunctions, it may not be able to quickly transmit the current cycle's positioning information. Therefore, the positioning information recorded in the previous information recording cycle may be selected as the head end positioning information. In this embodiment, the train head end is further configured to obtain candidate head end positioning information determined in the previous information recording cycle as the head end positioning information of the train head end in the current information recording cycle. Determining the candidate head end positioning information includes: determining the signal transmission time and signal transmission speed based on the round-trip positioning signal with the transponder, calculating the positioning distance based on the signal transmission time and signal transmission speed, and determining the candidate head end positioning information based on the positioning distance and the position information of the transponder.

[0039] Specifically, the information recording period specifically refers to the period for recording positioning information at set time intervals, and the previous information recording period is the information recording period adjacent to and preceding the current information recording period. Accordingly, the candidate head-end positioning information specifically refers to the head-end positioning information recorded in the previous information recording period. Accordingly, the response device specifically refers to the response device installed on the target train's route, which is used for train positioning. Accordingly, the signal transmission time specifically refers to the time consumed for round-trip signal transmission between the head end of the train and the response device, and the signal transmission speed specifically refers to the speed corresponding to the signal transmitted between the head end of the train and the response device. Accordingly, the positioning distance specifically refers to the distance between the head end of the train and the response device at the current moment.

[0040] Based on this, considering that the head-end positioning information of the current information recording period may not be sent to the head-end of the train in the event of a head-end failure, the head-end of the train can obtain the candidate head-end positioning information determined in the previous information recording period as the head-end positioning information of the head-end of the train in the current information recording period; and the calculation of the candidate head-end positioning information can determine the signal transmission time and signal transmission speed based on the round-trip positioning signals with the response device, and thereafter, the positioning distance can be calculated based on the signal transmission time and signal transmission speed. On this basis, the candidate head-end positioning information can be determined based on the positioning distance and the position information of the response device.

[0041] Continuing with the above example, a transponder is set up every 200m on the route of Train A. When Train A reaches the vicinity of Platform 10, the head end of the train will exchange signals with the transponder near Platform 10. At this time, the signal transmission time t can be calculated based on the round-trip signal reception time between the head end of the train and the transponder, and the signal transmission speed v can be determined. The distance l between the head end of the train and the transponder is calculated based on the signal transmission time t and the signal transmission speed v, and the position of the transponder is determined to be (x3, y3). Combined with the distance l and the position of the transponder (x3, y3), the head end positioning information of the head end of Train A is calculated to be (x1, y1). Thereafter, when the tail end of the train is required to complete door control, the head end positioning information (x1, y1) can be sent to the tail end of the train for use.

[0042] In summary, in the event of a fault at the front end of the train, the positioning information of the previous information recording cycle is used to determine the front end positioning information, which can provide the rear end with the most recent reference front end positioning information, thereby reducing the impact of the error on door control.

[0043] Furthermore, when the rear end of the train determines its tail-end positioning information based on the stop information, it is necessary to detect whether the tail end positioning information is currently being generated. In this embodiment, the rear end of the train is further configured to detect whether tail-end positioning information is currently being generated based on the stop information. If not, the tail-end positioning information corresponding to the rear end of the train is calculated based on the head-end positioning information and the vehicle body length information of the target train. If so, the step of calculating positioning error information based on the head-end positioning information and the tail-end positioning information is performed. The vehicle body length information specifically refers to the length from the tail end to the head end of the target train.

[0044] Based on this, after the rear end of the train receives the parking information and head-end positioning information sent by the head end of the train, the rear end of the train determines that it needs to perform door control operations. In order to avoid the inability to control the doors due to parking errors, the rear end of the train needs to combine its own tail-end positioning information for detection. During this process, the rear end of the train needs to detect whether to generate tail-end positioning information based on the parking information. If not, it means that the rear end of the train cannot locate its own position information. At this time, the tail-end positioning information corresponding to the rear end of the train can be calculated based on the head-end positioning information and the body length information of the target train, and the tail-end positioning information can be used for subsequent detection. If so, it means that the rear end of the train can locate its own tail-end positioning information, so the step of calculating the positioning error information based on the head-end positioning information and the tail-end positioning information can be executed.

[0045] In actual applications, the generation of the tail end positioning information corresponding to the tail end of the train can refer to the generation process of the candidate head end positioning information mentioned above, and this embodiment will not be described in detail here.

[0046] In summary, when the rear end of the train is required to perform door control, the rear end of the train can choose to generate rear end positioning information according to actual conditions, thereby avoiding abnormal degradation and affecting the operation of subsequent trains due to the lack of train position information.

[0047] In addition, when the train's head end is not at fault, it can complete door control by itself. However, when the train's head end is at fault and the tail end cannot be controlled, a fault reminder is required. In this embodiment, the train's head end is further configured to calculate head end positioning error information based on the head end positioning information when the train's head end is not at fault, and to perform door control operations on the target train when the head end positioning error information meets the door control conditions. The train tail end is further configured to send fault reminder information of the target train to the operation and maintenance end when the positioning error information does not meet the train operation error condition.

[0048] Specifically, the head-end positioning error information specifically refers to the distance between the head end of the train and the reference position after it stops, calculated based on the head-end positioning information. Correspondingly, the door control condition specifically refers to the conditions for detecting whether the doors can be opened and closed normally after the head end of the train stops according to the head-end positioning information. It can be set according to actual needs, such as setting it to 5 cm according to the door width. Correspondingly, the operation and maintenance end specifically refers to the terminal that submits fault reminder information when the target train fails to operate normally. It can be understood that the operation and maintenance end corresponds to the operation and maintenance personnel. Correspondingly, the fault reminder information specifically refers to the reminder information sent to the operation and maintenance end that the target train cannot operate.

[0049] Based on this, if there is no fault at the head end of the train, the door control operation can be completed by the head end of the train, and the head end of the train can calculate the head end positioning error information based on the head end positioning information. If it is determined that the head end positioning error information meets the door control conditions, it means that the target train is parked in the correct position in the platform, so the door control operation of the target train can be executed.

[0050] When the positioning error information does not meet the train operation error conditions, it means that the front-end fault cannot complete the door control operation through the front end of the train. At the same time, the rear end of the train cannot guarantee whether the train stops accurately by combining the front-end positioning information and the rear-end positioning information. This further indicates that the target train may not have stopped in the safe area of ​​the platform. Therefore, the fault reminder information of the target train can be sent to the operation and maintenance end for human intervention to resolve the fault.

[0051] In actual applications, when sending fault reminder information to the operation and maintenance side, the operation and maintenance side can determine the cause of the fault by sending the set error field, and can also send a fault description. During specific implementation, it can be set according to actual needs, and this embodiment does not make too many restrictions here.

[0052] Continuing with the above example, after the rear end of Train A receives the head-end positioning information (x1, y1) sent by the head end of the train and determines its own tail-end positioning information (x2, y2), the error between the two is calculated to be 300 cm, while the set error threshold is 200 cm. By comparison, it is determined that the positioning information error is greater than the error threshold, further indicating that the rear end of the train cannot ensure that Train A stops in the safe area of ​​​​Platform 10. Therefore, a reminder message that the door of Train A cannot be closed normally can be sent to the operation and maintenance end, so that the operation and maintenance personnel at the operation and maintenance end can manually intervene to resolve the fault and ensure the normal operation of the train.

[0053] In summary, when the door switch cannot be controlled at the rear end of the train, a fault reminder message can be sent to the operation and maintenance end, and the fault alarm can be quickly completed, thereby avoiding safety hazards and losses caused by prolonged train suspension.

[0054] Furthermore, when generating tail-end positioning information at the rear end of the train, to avoid the impact of calculation errors, the generated tail-end positioning information can be verified in conjunction with the head-end positioning information. In this embodiment, the rear end of the train is further configured to, when generating the tail-end positioning information, calculate the verified head-end positioning information corresponding to the head end of the train based on the tail-end positioning information and the vehicle body length information, calculate verification error information based on the head-end positioning information and the verified head-end positioning information, and, if the verification error information satisfies a verification condition, execute the step of calculating positioning error information based on the head-end positioning information and the tail-end positioning information.

[0055] Specifically, the verified head-end positioning information refers to the head-end positioning information calculated based on the vehicle body length and the tail-end positioning information. Accordingly, the verified error information refers to the error value obtained by subtracting the head-end positioning information sent by the train head from the calculated verified head-end positioning information. A smaller error indicates more accurate tail-end positioning information. Accordingly, the verification condition refers to a set error threshold, which can be set based on actual needs and is not limited in this embodiment.

[0056] Based on this, when the tail end of the train has available tail end positioning information, in order to ensure that subsequent calculations are more accurate, the tail end positioning information can be verified. At this time, the tail end of the train can first calculate the verification head end positioning information corresponding to the head end of the train based on the tail end positioning information and the vehicle body length information. After the calculation is completed, the verification error information can be calculated based on the head end positioning information and the verification head end positioning information. If the verification error information meets the verification conditions, it means that the tail end positioning information can accurately express the actual position of the tail end of the train, so the step of calculating the positioning error information based on the head end positioning information and the tail end positioning information can be continued. If the verification error information does not meet the verification conditions, the tail end positioning information can be calculated in combination with the head end positioning information and the vehicle body length.

[0057] Continuing with the above example, after determining the rear-end positioning information (x2, y2) and the front-end positioning information (x1, y1) at the rear end of the train, the front-end positioning information (x4, y4) can be calculated and verified by combining the rear-end positioning information (x2, y2) and the vehicle body length. The front-end positioning information (x4, y4) can then be compared with the front-end positioning information (x1, y1). If the error between the two is less than the set threshold, the rear-end positioning information can be used for subsequent calculations to complete the operation of controlling the doors at the rear end of the train.

[0058] In summary, after obtaining the tail-end positioning information, verifying it in combination with the head-end positioning information can avoid the problem of sending erroneous control signals due to inaccurate positioning, thereby effectively improving the safety of train operation.

[0059] Furthermore, after the head-end fault is resolved, the train head-end can be tested. In this embodiment, the train head-end is further configured to collect test head-end positioning information when the train head-end fault is resolved, calculate test head-end positioning error information based on the test head-end positioning information, and execute door control operations for the target train when the test head-end positioning error information meets the door control conditions.

[0060] Specifically, the test head-end positioning information specifically refers to the head-end positioning information collected when the fault at the head-end of the train is resolved. Correspondingly, the head-end positioning error information specifically refers to the positioning error information calculated for the head-end of the train at the current moment.

[0061] Based on this, when the fault at the head end of the train is eliminated, in order to avoid the instability problem of direct door control by the head end of the train, the test head end positioning information can be collected first, and the test head end positioning error information can be calculated based on the test head end positioning information. When the test head end positioning error information meets the door control conditions, it means that the fault at the head end of the train is eliminated, and the door control operation of the target train can be performed subsequently by the head end of the train.

[0062] During specific implementation, the operation of resolving the fault at the head end of the train is affected by the type of fault at the head end of the train. For example, if there is a fault in the onboard system, it can be restored by repairing or restarting. For example, if there is a fault in the sensor, it can be restored by replacing the sensor. For example, if there is a fault in the transmission channel, it can be restored by re-establishing the transmission channel. This embodiment does not make too many restrictions here.

[0063] The information processing system provided in this embodiment can avoid the problem of train control failure due to tail-end positioning error when the head-end fails and train control needs to be performed based on the tail-end positioning information. When the target train stops at the target station and the head-end of the train fails, the head-end of the train can obtain the target train's stopping information and the head-end positioning information corresponding to the head-end of the train, and send it to the tail-end of the train. At this time, the tail-end of the train can determine the tail-end positioning information corresponding to the tail-end of the train based on the stopping information. To avoid the train control failure due to the error in the tail-end positioning information, the positioning error information can be calculated based on the head-end positioning information and the tail-end positioning information. When the positioning error information meets the train operation error condition, the door control operation of the target train can be completed based on the tail-end of the train, thereby avoiding the problem of abnormal degradation of the train due to lack of position and affecting the normal operation of subsequent trains. At the same time, when the head-end abnormally switches to tail-end control, it is no longer affected by the positioning error, but the operation is completed by combining the head-end positioning information and the tail-end positioning information. This reduces the problem of doors not being able to open and close normally due to errors, effectively improves train operation efficiency, and avoids the risk of control failure caused by head-end failure.

[0064] Referring to Figure 3 , Figure 3 A flow chart of an information processing method according to one embodiment of the present specification is shown, which is applied to a train tail end and specifically includes the following steps.

[0065] In step S302, in the case that the target train stops at a target station and the train head end fails, the stopping information of the target train and the head end positioning information corresponding to the train head end are acquired.

[0066] In step S304, the tail end positioning information corresponding to the train tail end is determined according to the stopping information, and the positioning error information is calculated based on the head end positioning information and the tail end positioning information.

[0067] In step S306, in the case that the positioning error information meets the train operation error condition, the door control operation of the target train is performed.

[0068] In an optional embodiment, it is detected whether to generate the tail end positioning information according to the stopping information, if not, the tail end positioning information corresponding to the train tail end is calculated based on the head end positioning information and the body length information of the target train, and if yes, the step of calculating the positioning error information based on the head end positioning information and the tail end positioning information is performed.

[0069] In an optional embodiment, the train operation error condition is constructed based on the time position difference information, the response device installation error information, the response antenna installation error information and the calculation error information.

[0070] In an optional embodiment, in the case that the tail end positioning information is generated, the verification head end positioning information corresponding to the train head end is calculated according to the tail end positioning information and the body length information, the verification error information is calculated according to the head end positioning information and the verification head end positioning information, and in the case that the verification error information meets the verification condition, the step of calculating the positioning error information based on the head end positioning information and the tail end positioning information is performed.

[0071] To sum up, in order to avoid the problem of being unable to control the train due to tail-end positioning error when the head-end fails and the train needs to be controlled based on the tail-end positioning information, the head-end of the train can obtain the stopping information of the target train and the head-end positioning information corresponding to the head-end of the train, and send it to the tail-end of the train when the target train stops at the target station and the head-end of the train fails; at this time, the tail-end of the train can determine the tail-end positioning information corresponding to the tail-end of the train based on the stopping information. In order to avoid the inability to control the train due to the error in the tail-end positioning information, the positioning error information can be calculated based on the head-end positioning information and the tail-end positioning information, so that when the positioning error information meets the train operation error condition, the door control operation of the target train can be completed based on the tail-end of the train, thereby avoiding the problem of abnormal degradation of the train due to lack of position and affecting the normal operation of subsequent trains. At the same time, when the head-end abnormally switches to the tail-end control, it is no longer affected by the positioning error, but the operation is completed in combination with the head-end positioning information and the tail-end positioning information, thereby reducing the problem of normal door opening and closing due to errors, effectively improving the train operation efficiency and avoiding the risk of uncontrollable problems caused by head-end failures.

[0072] The above is a schematic scheme of an information processing method of this embodiment. It should be noted that the technical scheme of this information processing method and the technical scheme of the above-mentioned information processing system are based on the same concept. For details not described in detail in the technical scheme of the information processing method, please refer to the description of the technical scheme of the above-mentioned information processing system.

[0073] The following combined Figure 4 , taking the application of the information processing system provided in this specification in the rail transit scenario as an example, the information processing system is further explained. Figure 4 An interactive schematic diagram of an information processing system provided by an embodiment of this specification is shown, which specifically includes the following steps.

[0074] Step S402, the train head end, when the target train stops at the target station and the train head end fails, obtains the target train's parking information and the head end positioning information corresponding to the train head end, and sends them to the train tail end.

[0075] Step S404, at the rear end of the train, if no rear end positioning information is generated according to the parking information detection, the rear end positioning information corresponding to the rear end of the train is calculated based on the head end positioning information and the body length information of the target train, and the positioning error information is calculated based on the head end positioning information and the tail end positioning information.

[0076] Step S406: At the rear end of the train, when the rear end positioning information is generated according to the parking information detection, the positioning error information is calculated based on the head end positioning information and the tail end positioning information.

[0077] Step S408: At the rear end of the train, if the positioning error information satisfies the train operation error condition, the door control operation of the target train is performed.

[0078] Step S410: The train tail end sends fault reminder information of the target train to the operation and maintenance end when the positioning error information does not meet the train operation error condition.

[0079] Among them, the train operation error condition is constructed based on time position difference information, transponder installation error information, transponder antenna installation error information and calculation error information.

[0080] To sum up, in order to avoid the problem of being unable to control the train due to tail-end positioning error when the head-end fails and the train needs to be controlled based on the tail-end positioning information, the head-end of the train can obtain the stopping information of the target train and the head-end positioning information corresponding to the head-end of the train, and send it to the tail-end of the train when the target train stops at the target station and the head-end of the train fails; at this time, the tail-end of the train can determine the tail-end positioning information corresponding to the tail-end of the train based on the stopping information. In order to avoid the inability to control the train due to the error in the tail-end positioning information, the positioning error information can be calculated based on the head-end positioning information and the tail-end positioning information, so that when the positioning error information meets the train operation error condition, the door control operation of the target train can be completed based on the tail-end of the train, thereby avoiding the problem of abnormal degradation of the train due to lack of position and affecting the normal operation of subsequent trains. At the same time, when the head-end abnormally switches to the tail-end control, it is no longer affected by the positioning error, but the operation is completed in combination with the head-end positioning information and the tail-end positioning information, thereby reducing the problem of normal door opening and closing due to errors, effectively improving the train operation efficiency and avoiding the risk of uncontrollable problems caused by head-end failures.

[0081] Corresponding to the above method embodiment, this specification also provides an information processing device embodiment, Figure 5 FIG1 shows a schematic diagram of the structure of an information processing device provided by an embodiment of this specification. Figure 5 As shown, the device is applied to the rear end of a train and includes: An acquisition module 502 is configured to acquire, when a target train stops at a target station and a head end of the train is faulty, the stop information of the target train and the head end positioning information corresponding to the head end of the train; a determination module 504 configured to determine tail end positioning information corresponding to the tail end of the train according to the stop information, and calculate positioning error information based on the head end positioning information and the tail end positioning information; The execution module 506 is configured to execute the door control operation of the target train when the positioning error information meets the train operation error condition.

[0082] In an optional embodiment, whether tail-end positioning information is generated is detected based on the parking information. If not, the tail-end positioning information corresponding to the tail end of the train is calculated based on the head-end positioning information and the body length information of the target train. If so, the step of calculating positioning error information based on the head-end positioning information and the tail-end positioning information is executed.

[0083] In an optional embodiment, the train operation error condition is constructed based on time position difference information, transponder installation error information, transponder antenna installation error information and calculation error information.

[0084] In an optional embodiment, when the tail end positioning information is generated, the verification head end positioning information corresponding to the head end of the train is calculated based on the tail end positioning information and the vehicle body length information, and the verification error information is calculated based on the head end positioning information and the verification head end positioning information. When the verification error information meets the verification conditions, the step of calculating the positioning error information based on the head end positioning information and the tail end positioning information is executed.

[0085] To sum up, in order to avoid the problem of being unable to control the train due to tail-end positioning error when the head-end fails and the train needs to be controlled based on the tail-end positioning information, the head-end of the train can obtain the stopping information of the target train and the head-end positioning information corresponding to the head-end of the train, and send it to the tail-end of the train when the target train stops at the target station and the head-end of the train fails; at this time, the tail-end of the train can determine the tail-end positioning information corresponding to the tail-end of the train based on the stopping information. In order to avoid the inability to control the train due to the error in the tail-end positioning information, the positioning error information can be calculated based on the head-end positioning information and the tail-end positioning information, so that when the positioning error information meets the train operation error condition, the door control operation of the target train can be completed based on the tail-end of the train, thereby avoiding the problem of abnormal degradation of the train due to lack of position and affecting the normal operation of subsequent trains. At the same time, when the head-end abnormally switches to the tail-end control, it is no longer affected by the positioning error, but the operation is completed in combination with the head-end positioning information and the tail-end positioning information, thereby reducing the problem of normal door opening and closing due to errors, effectively improving the train operation efficiency and avoiding the risk of uncontrollable problems caused by head-end failures.

[0086] The above is a schematic diagram of an information processing device according to this embodiment. It should be noted that the technical solution of the information processing device and the technical solution of the above-mentioned information processing method are based on the same concept. For details not described in detail in the technical solution of the information processing device, please refer to the description of the technical solution of the above-mentioned information processing method.

[0087] Figure 66 shows a block diagram of a computing device 600 according to one embodiment of the present disclosure. Components of the computing device 600 include, but are not limited to, a memory 610 and a processor 620. The processor 620 is connected to the memory 610 via a bus 630, and a database 650 is used to store data.

[0088] Computing device 600 also includes an access device 640 that enables computing device 600 to communicate via one or more networks 660. Examples of such networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. Access device 640 may include one or more of any type of network interface (e.g., a network interface card (NIC)) whether wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a universal serial bus (USB) interface, a cellular network interface, a Bluetooth interface, or a near field communication (NFC) interface.

[0089] In one embodiment of the present specification, the above components of the computing device 600 and Figure 6 Other components not shown in the figure may also be connected to each other, for example, via a bus. Figure 6 The computing device structure block diagram shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art may add or replace other components as needed.

[0090] Computing device 600 can be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, personal digital assistant, laptop computer, notebook computer, netbook computer, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or personal computer (PC). Computing device 600 can also be a mobile or stationary server.

[0091] The processor 620 is configured to execute the following computer-executable instructions, which implement the steps of the above-mentioned information processing method when executed by the processor.

[0092] The above is a schematic scheme of a computing device of this embodiment. It should be noted that the technical scheme of the computing device and the technical scheme of the above-mentioned information processing method are based on the same concept. For details not described in detail in the technical scheme of the computing device, please refer to the description of the technical scheme of the above-mentioned information processing method.

[0093] An embodiment of the present specification further provides a computer-readable storage medium storing computer-executable instructions, which implement the steps of the above-mentioned information processing method when executed by a processor.

[0094] The above is a schematic diagram of a computer-readable storage medium according to this embodiment. It should be noted that the technical solution of the storage medium and the technical solution of the information processing method described above are based on the same concept. For details not described in detail in the technical solution of the storage medium, please refer to the description of the technical solution of the information processing method described above.

[0095] An embodiment of the present specification further provides a computer program product, including a computer program or instructions, which implement the steps of the above-mentioned information processing method when executed by a processor.

[0096] The above is an illustrative solution of a computer program product of this embodiment. It should be noted that the technical solution of this computer program product and the technical solution of the above-mentioned information processing method are based on the same concept. For details not described in detail in the technical solution of the computer program product, please refer to the description of the technical solution of the above-mentioned information processing method.

[0097] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0098] The computer instructions include computer program code, which may be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium may include any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal, and software distribution medium. It should be noted that the content of the computer-readable medium may be appropriately increased or decreased based on the requirements of patent practice. For example, in some regions, according to patent practice, computer-readable media does not include electric carrier signals and telecommunication signals.

[0099] It should be noted that for the aforementioned method embodiments, for the sake of simplicity of description, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the embodiments of this specification are not limited by the order of the actions described, because according to the embodiments of this specification, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the embodiments of this specification.

[0100] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0101] The preferred embodiments disclosed above are intended only to help illustrate this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations are possible based on the content of the embodiments described herein. These embodiments are selected and described in detail in this specification to better explain the principles and practical applications of the embodiments, thereby enabling those skilled in the art to better understand and utilize this specification.

Claims

1. An information processing system, characterized in that: The system comprises a train head end and a train tail end, wherein the train head end and the train tail end are communicatively connected, including: The train head end is used to obtain the stop information of the target train and the head end positioning information corresponding to the train head end when the target train stops at the target station and the train head end fails, and send the information to the train tail end; The rear end of the train is used to determine the tail end positioning information corresponding to the rear end of the train according to the parking information, calculate the positioning error information based on the head end positioning information and the tail end positioning information, and execute the door control operation of the target train when the positioning error information meets the train operation error condition.

2. The information processing system according to claim 1, wherein: The head end of the train is also used to obtain the candidate head end positioning information determined in the previous information recording cycle as the head end positioning information of the head end of the train in the current information recording cycle; wherein, the determination of the candidate head end positioning information includes: determining the signal transmission time and signal transmission speed based on the round-trip positioning signal with the response device, calculating the positioning distance based on the signal transmission time and the signal transmission speed, and determining the candidate head end positioning information based on the positioning distance and the position information of the response device.

3. The information processing system according to claim 1, wherein: The tail end of the train is also used to detect whether to generate tail end positioning information based on the parking information. If not, the tail end positioning information corresponding to the tail end of the train is calculated based on the head end positioning information and the body length information of the target train. If so, the step of calculating the positioning error information based on the head end positioning information and the tail end positioning information is executed.

4. The information processing system according to claim 1, wherein: The train head end is further configured to calculate head end positioning error information based on the head end positioning information when the train head end is not faulty, and to perform door control operations on the target train when the head end positioning error information satisfies a door control condition; The train tail end is further configured to send fault reminder information of the target train to the operation and maintenance end when the positioning error information does not meet the train operation error condition.

5. The information processing system according to any one of claims 1 to 4, characterized in that: The train operation error condition is constructed based on time position difference information, transponder installation error information, transponder antenna installation error information and calculation error information.

6. The information processing system according to claim 3, wherein: The rear end of the train is also used to calculate the verification head end positioning information corresponding to the head end of the train based on the tail end positioning information and the vehicle body length information when the tail end positioning information is generated, calculate the verification error information based on the head end positioning information and the verification head end positioning information, and execute the step of calculating the positioning error information based on the head end positioning information and the tail end positioning information when the verification error information meets the verification conditions.

7. The information processing system according to claim 4, wherein: The train head end is also used to collect test head end positioning information when the fault at the train head end is eliminated, calculate test head end positioning error information based on the test head end positioning information, and execute the door control operation of the target train when the test head end positioning error information meets the door control condition.

8. An information processing method, characterized in that: Applied to the rear end of trains, including: When a target train stops at a target station and a head end of the train fails, obtaining the stopping information of the target train and the head end positioning information corresponding to the head end of the train; Determining tail end positioning information corresponding to the tail end of the train according to the parking information, and calculating positioning error information based on the head end positioning information and the tail end positioning information; In a case where the positioning error information satisfies a train operation error condition, a door control operation of the target train is performed.

9. An information processing device, characterized in that Applied to the rear end of trains, including: an acquisition module configured to acquire, when a target train stops at a target station and a head end of the train has a fault, parking information of the target train and head end positioning information corresponding to the head end of the train; a determination module configured to determine tail end positioning information corresponding to the tail end of the train according to the parking information, and calculate positioning error information based on the head end positioning information and the tail end positioning information; The execution module is configured to execute the door control operation of the target train when the positioning error information meets the train operation error condition.

10. A computing device, characterized in that include: memory and processor; The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, the steps of the method according to claim 8 are implemented.

11. A computer-readable storage medium, characterized in that It stores computer-executable instructions, which implement the steps of the method according to claim 8 when executed by a processor.

12. A computer program product, characterized in that The method comprises a computer program or an instruction, which implements the steps of the method according to claim 8 when the computer program or the instruction is executed by a processor.

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