Beacon reader fault detection and processing method

Abstract

The invention provides a beacon reader fault detection and processing method, and the method comprises the steps: defining the longest running distance parameter of a train detected by a beacon, the data of a local VOBC speed sensor, the cooperative work of double redundant VOBC systems, the position of a train located by an opposite-end VOBC and the data of a local-end VOBC speed sensor, the fault of the beacon reader is detected in real time in the operation process without depending on additional detection equipment in a specific track area, and the defect that the fault cannot be monitored in real time in the prior art is overcome. A calculation method without a positioning beacon detection window is introduced, and an ATS alarm manual confirmation mechanism is combined, so that the accuracy of fault judgment is enhanced, and fault misjudgment is avoided. The implementation of the method does not need any hardware transformation, only ATS and VOBC software upgrading is needed, and the method can be implemented on the basis of an original system at low cost.

Description

Technical Field

[0001] This invention relates to the field of rail transit signal control technology, and in particular to a method for detecting and handling beacon reader malfunctions, as well as a train positioning system, electronic equipment, and computer-readable storage medium. Background Technology

[0002] In the field of urban rail transit, Communication-Based Train Control (CBTC) has become an industry standard, and precise train positioning is the foundation of CBTC signaling systems. Currently, urban rail transit widely adopts CBTC signaling systems as the main operation control system. In CBTC signaling systems, the precise train positioning function is primarily achieved by the Onboard Controller (VOBC) through beacons and speed sensors. The typical design uses a beacon reader to read information from beacons installed on the track. The beacon reader device consists of two parts: a beacon reader controller and a beacon reader antenna. The beacon reader controller reads the beacon information from the track through the beacon reader antenna and then transmits it to the VOBC. Figure 1 This is a schematic diagram of the train positioning function architecture of the on-board controller.

[0003] The VOBC (Voice of Train Control) uses beacon readings to retrieve the beacon's position on the track from the onboard database as the train's reference position information. It then uses speed sensors to measure the train's travel distance to update the train's position information in real time. When the VOBC receives a new beacon, it updates the train's reference position information based on the beacon's location, and then uses speed sensors to measure the train's travel distance again to update the train's position information in real time. This process is repeated cyclically, using beacon readings to correct positioning errors caused by speed sensor errors and other factors, thus achieving precise train positioning. The updated train position information refers to the position of the beacon reader antenna on the track (hereinafter referred to as the train beacon antenna position). Once the VOBC determines the train beacon antenna position, train positioning is established, and the signaling system can calculate the safety envelope for the train, enabling moving block signaling. The train can then operate efficiently in controlled modes such as ATO (Automatic Train Operation). If the train's positioning is not established, the train safety envelope cannot be calculated, meaning that corresponding safety protection cannot be established for the train, and the train can only operate at low speed in manual driving mode using fixed block signaling. Therefore, the availability of the beacon reader directly determines the availability of the signaling system.

[0004] During rail transit operation, there are instances where beacon readers fail to read beacons, meaning a malfunction in the beacon reader system prevents the train from establishing a location or causes a loss of train location, impacting train operation. Because the beacon readers currently used in operating rail transit signaling systems generally lack fault detection and reporting capabilities, it is difficult for the signaling system to detect beacon reader malfunctions. Once a beacon reader malfunctions, it is difficult to detect and address them promptly. Therefore, a method for detecting beacon reader malfunctions is needed.

[0005] Existing technologies for detecting beacon reader faults, such as CN106585667A and CN208344232U, involve installing detection equipment in specific track areas to detect faults by measuring the transmission power of the beacon reader antenna. CN211554177U provides a beacon reader testing device that can be used for beacon reader maintenance and pre-operation checks before trains go into service. Current beacon reader fault detection methods all require the addition of new detection equipment (increasing costs) and testing at specific track locations. They cannot perform real-time detection during train operation, nor can they address situations where the beacon reader is functioning normally during testing but malfunctions during operation.

[0006] Existing technologies are insufficient for the detection and handling of beacon reader faults. Signal systems often cannot detect beacon reader malfunctions, and when a beacon reader fails, it usually leads to other operational disruptions. Only by analyzing these derivative faults can the cause of the beacon failure be identified. Once a beacon reader malfunctions and causes operational disruptions, the train must be taken out of service for maintenance. However, in practice, beacon reader malfunctions are generally intermittent and resolve themselves after a system restart. Therefore, a method is needed to detect beacon reader faults in real-time from the signal system's perspective, enabling timely detection and handling of these faults. Summary of the Invention

[0007] To address the technical problems existing in the prior art, the present invention provides the following technical solution: On the one hand, a method for detecting and handling beacon reader malfunctions is provided, which is implemented by an electronic device and includes the following steps: S1: Determine the beacon reader fault detection parameters; S2: The VOBC calculates the information of the forward inspection beacon of the VOBC at the other end. After the VOBC establishes the train positioning, it calculates the position of the train beacon antenna of the VOBC at the other end based on the position of the train beacon antenna at its own end, and searches for the corresponding beacon in the on-board database. It then sends the beacon identification and distance information to the VOBC at the other end. S3: VOBC monitors changes in the train's direction of travel and determines changes in the train's direction of travel by judging whether the activated train cab has changed. S4: The VOBC processes the information sent by the peer VOBC and saves the received beacon identifier and distance information to the forward pre-detection beacon list; S5: VOBC detects whether the beacon reader is malfunctioning. It determines whether the beacon reader has potential or malfunctions by judging whether beacon information is received, whether the train's direction of travel has changed, and whether the number of consecutively lost beacons in the list of beacons ahead exceeds the threshold. S6: Handling beacon reader faults. When a potential fault is detected, VOBC sends an alarm to ATS and determines it as a fault after ATS confirmation. When a fault is detected, an alarm is sent to ATS and the beacon reader is restarted. ATS accumulates the number of faults and prompts manual handling when the number exceeds a threshold.

[0008] Preferably, step S1: determining the beacon reader fault detection parameters includes: Measure and configure the distance between the two beacon reader antennas (Distance_Between_Btms) to ensure a spatial reference for dual-end redundant detection; Set the train length parameter (Train_Length) as the basic physical quantity for position calculation; Based on the line topology map and beacon installation locations, determine the maximum train departure distance (Max_Travel_Distance_Depot) and the maximum distance between adjacent beacons (Max_Distance_Between_Balises). This is then calculated using the formula: Max_Travel_Distance_For_Balise_Detected = Max_Travel_Distance_Depot + Max_Distance_Between_Balises. Calculate the maximum permissible distance without beacons; Configure the continuous beacon loss threshold (Max_Number_Of_Allowed_Consecutive_Balises_Missed), beacon detection absolute error (Balise_Abs_Error), speed measurement error coefficient (X), processing delay (T_Balise_Process_Delay), window tolerance (Balise_Detection_Window_Tolerance), and maximum number of failures (Max_Num_Of_Allowed_Balise_Reader_Failure). In the automated field segment scenario, set Max_Travel_Distance_Depot to 0.

[0009] Preferably, S2: The VOBC calculates the forward detection beacon information of the peer VOBC. After the VOBC establishes train positioning, it calculates the position of the peer VOBC's train beacon antenna based on the position of its own train beacon antenna, searches for the corresponding beacon in the onboard database, and sends the beacon identifier and distance information to the peer VOBC, including: The VOBC on this end determines whether it is at the front (active cab) or the rear (inactive cab) of the vehicle by the cab's activation status: If this end is the front of the vehicle, move the position of the local beacon antenna by the distance Distance_Between_Btms in the opposite direction of travel to obtain the position of the VOBC beacon antenna on the other end; If it is the rear of the vehicle, then move the distance Distance_Between_Btms along the direction of travel; Move the beacon detection window in the opposite direction of travel from the location of the beacon antenna at the other end, search for the first beacon in the vehicle database, and calculate the distance from the location of the beacon antenna at the other end to that beacon; The found beacon identifier (Balise ID) and distance (Distance_To_Balise_When_Found) are sent to the peer VOBC through a redundant communication channel.

[0010] Preferably, S3: VOBC monitors changes in train direction of travel, and determines changes in train direction of travel by judging whether the activated train cab has changed, including: After VOBC starts, initialize the cab status recording variables and store the cab identifiers activated in the previous cycle; Each processing cycle reads the status of the currently active cab and compares it with the status of the previous cycle; If the two states are inconsistent, it is determined that the driving direction has changed, and the list of forward inspection beacons and the cumulative parameters of fault detection are immediately reset to their initial values.

[0011] Preferably, step S4: The VOBC processes the information sent by the peer VOBC and saves the received beacon identifier and distance information to the forward pre-detection beacon list, including: When the local VOBC is not establishing a location and is not in a location-based process, it receives the beacon identifier (Balise ID) and distance (Distance_To_Balise_When_Found) sent by the other end. Check if the beacon identifier already exists in the list of forward beacons (initially empty). If it exists, ignore it; otherwise, add the triplet information [Balise ID, Distance_To_Balise_When_Found, 0], where the cumulative travel distance (Travel_Distance_Since_Found) is initialized to 0. The cumulative travel distance (Travel_Distance_Since_Found) of each beacon in the list is updated in real time, and the travel distance for each processing cycle is accumulated by adding the speed sensor data.

[0012] Preferably, S5: VOBC detects whether the beacon reader has malfunctioned. This is determined by assessing whether beacon information has been received, whether the train's direction of travel has changed, and whether the number of consecutively lost beacons in the forward beacon list exceeds a threshold. This includes: If no beacon information is received and the driving direction has not changed, the accumulated distance traveled without a beacon (Travel_Distance_Without_Balise_Detection) exceeds [a certain threshold]. Max_Travel_Distance_For_Balise_Detected then identifies potential faults; If the list of forward beacons is not empty, accumulate the travel distance (Travel_Distance_Since_Found) for each beacon, and calculate using the formula... Calculate the detection window; When the following conditions are met: When Travel_Distance_Since_Found > Distance_To_Balise_When_Found + Balise_Detection_Window, the beacon is determined to be lost, the number of consecutive lost beacons (N_Consecutive_Balises_Missed) is accumulated, and the beacon is removed. If the following conditions are met: If N_Consecutive_Balises_Missed > Max_Number_Of_Allowed_Consecutive_Balises_Missed, then the beacon reader is considered faulty.

[0013] Preferably, S6: Handling beacon reader faults. When a potential fault is detected, the VOBC sends an alarm to the ATS and determines it as a fault after confirmation by the ATS. When a fault is detected, an alarm is sent to the ATS and the beacon reader is restarted. The ATS accumulates the number of faults and prompts manual intervention when the number exceeds a threshold, including: In the event of a potential fault, VOBC sends a long-distance beacon-free alarm to ATS. After confirmation by ATS operators, a fault confirmation command is issued, which VOBC then receives and determines the fault. When a fault occurs, the VOBC sends a fault alarm to the ATS and remotely restarts the beacon reader via the vehicle controller to ensure that the VOBC at the other end is in master mode. ATS accumulates the number of failures for each VOBC, when it exceeds When Max_Num_Of_Allowed_Balise_Reader_Failure occurs, an unrecoverable alarm is generated, prompting operations personnel to arrange for the train to return to the depot for maintenance. After restarting, VOBC resets the list of forward pre-detection beacons and fault detection parameters, restoring the normal detection process.

[0014] On the other hand, a train positioning system is provided, which includes a VOBC, a beacon reader, and a speed sensor. The VOBC obtains beacon information through the beacon reader and obtains train motion data through the speed sensor to calculate the train speed and travel distance, and implements the aforementioned method for detecting and handling beacon reader malfunctions.

[0015] On the other hand, an electronic device is provided, comprising: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement any of the methods described above for detecting and handling beacon reader malfunctions.

[0016] On the other hand, a computer-readable storage medium is provided, wherein at least one instruction is stored therein, the at least one instruction being loaded and executed by a processor to implement any of the methods described above for detecting and handling beacon reader faults.

[0017] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following: 1) This invention provides a method for detecting beacon reader faults from the perspective of a signal system. By utilizing the maximum train travel distance parameter defined for beacon detection and local VOBC speed sensor data, and through the collaborative operation of dual redundant VOBC systems, the method utilizes the train position already located by the VOBC at the other end and the speed sensor data of the VOBC at the local end to achieve real-time detection of beacon reader faults during operation. This method does not require additional detection equipment for specific track areas and solves the deficiency of existing technologies that cannot monitor faults in real time.

[0018] 2) The method provided by this invention uses two sets of VOBCs as backups for each other. By dynamically calculating the forward detection beacons and driving direction monitoring at the other end, and combining parameters such as line topology, beacon installation error, and speed measurement accuracy, it adapts to different line scenarios, introduces a calculation method for the detection window without positioning beacons, and combines it with the ATS alarm manual confirmation mechanism to enhance the accuracy of fault judgment and avoid misjudgment of faults.

[0019] 3) This invention provides a method for handling beacon reader malfunctions. Fault information is reported to the ATS system in real time, supporting rapid decision-making by operators. The beacon reader automatically restarts after a fault is detected, providing an automatic recovery method. This automatic restart function allows most faults to be resolved online, preventing operational disruptions caused by beacon reader malfunctions. Simultaneously, the ATS monitors the frequency of each beacon reader malfunction and notifies operators of the need for action on trains experiencing frequent malfunctions via alarms.

[0020] 4) This invention makes full use of the existing architecture of the Vehicle Controller (VOBC) and Automatic Train Monitoring System (ATS) to achieve fault detection through algorithm optimization. The implementation of this method does not require any hardware modification, only the ATS and VOBC software upgrade. The method can be implemented on the original system at a low cost. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Appendix Figure 1 A dual-redundant vehicle control system; Appendix Figure 2 Train positioning system architecture; Appendix Figure 3 Beacon reader fault detection and handling procedures; Appendix Figure 4 Diagram showing the search for the forward pre-detection beacon at the other end of the VOBC; Appendix Figure 5 VOBC detection beacon reader fault diagram (N indicates negation; Y indicates affirmation); Appendix Figure 6 Schematic diagram for determining the loss of forward detection beacons; Appendix Figure 7 VOBC (Vehicle Controller Bus) troubleshooting procedure for beacon reader malfunctions. Detailed Implementation

[0023] The technical solution of the present invention will now be described with reference to the accompanying drawings.

[0024] In embodiments of the present invention, words such as "exemplarily," "for example," etc., are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" in the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the word "exemplary" is intended to present the concept in a concrete manner. Furthermore, in embodiments of the present invention, the meaning expressed by "and / or" can be both, or either one.

[0025] In the embodiments of this invention, the terms "image" and "picture" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, they convey the same meaning. Similarly, the terms "of," "corresponding (relevant)," and "corresponding" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, they convey the same meaning.

[0026] In this embodiment of the invention, sometimes a subscript such as W1 may be mistakenly written as a non-subscript form such as W1. When the difference is not emphasized, the meaning they express is the same.

[0027] To make the technical problems, technical solutions and advantages of the present invention clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.

[0028] This invention provides a method for detecting and handling beacon reader malfunctions. This method can be implemented by an electronic device, which can be a terminal or a server.

[0029] This invention proposes an onboard control system based on a dual-redundancy architecture. The VOBC without train positioning uses the train position information of the VOBC with established positioning at the other end and the train travel distance calculated by the speed sensor at the local end to determine whether the beacon is continuously lost and to check whether the beacon reader is faulty.

[0030] The vehicle control system based on a dual-redundancy architecture is shown in the attached figure. Figure 1As shown, two VOBCs are installed at the front (VOBC A) and rear (VOBC B) of the train, respectively. The two VOBCs communicate via a network, and each VOBC is equipped with a beacon reader. The two VOBCs are distinguished by their local and remote VOBCs. Each VOBC can obtain the train's cab activation status via the train line. If the cab of a train at the same end as the VOBC is active, it is called local cab activation; if the cab of a train at a different end is active, it is called remote cab activation. The two VOBC systems are redundant, with one VOBC in primary mode, responsible for train control, and the other in standby mode, not controlling the train. When the primary VOBC fails and needs to switch to standby mode, the standby VOBC will switch to primary mode and take over train control.

[0031] Appendix Figure 2 It is a train positioning system architecture. VOBC obtains beacon information through beacon readers and train motion data through speed sensors to calculate train speed and travel distance.

[0032] Combined with appendix Figure 3 As shown, the present invention is achieved through the following technical solution, mainly involving the onboard controller system (VOBC) and the automatic train monitoring system (ATS), and the method is as follows: Step 1: Determine the beacon reader fault detection parameters; Step 2: VOBC calculates the pre-detection beacon information ahead of the peer VOBC; Step 3: VOBC monitors changes in the train's direction of travel; Step 4: VOBC processes the information sent by the peer's VOBC; Step 5: VOBC detects whether the beacon reader is malfunctioning; Step 6: Troubleshoot beacon reader malfunctions.

[0033] The specific implementation details of each step will be described in detail below.

[0034] 1. Determine the fault detection parameters for the beacon reader. This method requires the following parameters to be determined: Distance_Between_Btms: The dual-redundant architecture onboard control system uses two VOBCs, which are installed at both ends of the train. Each VOBC uses one beacon reader. The two beacon reader antennas are installed in the same position on every train on the same line. This parameter refers to the distance between the two beacon reader antennas.

[0035] Train_Length: This parameter refers to the length of the train.

[0036] Max_Travel_Distance_For_Balise_Detected: This parameter refers to the maximum distance the train travels before the beacon reader detects the beacon. If the train travels a distance exceeding this parameter value without detecting the beacon, VOBC will determine that the beacon reader may be faulty. This parameter consists of two parts: one is the maximum distance the train travels when leaving the depot, Max_Travel_Distance_Depot; the other is the maximum distance between two adjacent beacons on the line, Max_Distance_Between_Balises. These two parameter values ​​can be determined using the line topology map and the beacon installation locations. The formula for calculating Max_Travel_Distance_For_Balise_Detected is as follows: , The parameter Max_Travel_Distance_For_Balise_Detected ensures that, in the worst case, when the train is running normally, the beacon reader antennas at both ends of the train can pass through at least two beacons when the train travels a distance of Max_Travel_Distance_For_Balise_Detected.

[0037] Preferably, if the line uses an automated depot (garage), that is, beacons are also installed on the tracks in the depot (garage), then the maximum distance Max_Travel_Distance_Depot that the train travels when leaving the depot does not need to be considered and can be set to 0.

[0038] Max_Number_Of_Allowed_Consecutive_Balises_Missed: This parameter refers to the number of consecutively lost beacons allowed. If the train fails to establish a location and the VOBC determines that the number of beacons not read by the beacon reader exceeds this parameter, the VOBC determines that the beacon reader is faulty.

[0039] Balise_Abs_Error: The absolute error of beacon detection, determined by factors such as beacon installation error; X: Speed ​​measurement error coefficient, a decimal between 0 and 1; T_Balise_Process_Delay: Beacon detection processing delay; Balise_Detection_Window_Tolerance: The tolerance value for the beacon detection window; Max_Num_Of_Allowed_Balise_Reader_Failure: The maximum number of beacon reader failures allowed.

[0040] Technical principle: By defining key parameters of the beacon reader under the dual-redundant architecture (such as antenna spacing, maximum allowable driving distance, continuous loss threshold, etc.), a quantitative benchmark for fault detection is established to ensure that the system can determine whether the beacon reader is abnormal based on the preset threshold, and provide parameter support for subsequent fault detection.

[0041] 2. VOBC calculates the forward beacon information of the peer VOBC. Once the VOBC establishes train positioning, the VOBC calculates the forward detection beacon information for the other VOBC based on its own train beacon antenna position information, using the following method: First, determine whether the local VOBC is located at the front or rear of the vehicle. If the cab where the local VOBC is located is activated, then the local VOBC is determined to be located at the front of the vehicle. If the cab where the remote VOBC is located is not activated, then the local VOBC is determined to be located at the rear of the vehicle. Then calculate the position of the train beacon antenna of the opposite VOBC (i.e., the position of the beacon reader antenna of the opposite VOBC on the track). If the local VOBC is located at the front of the train, the position of the local train beacon antenna is obtained by moving the position of the local train beacon antenna in the opposite direction of the train's travel by the distance between two beacon reader antennas (Distance_Between_Btms). If the local VOBC is located at the rear of the train, the position of the local train beacon antenna is obtained by moving the position of the local train beacon antenna in the opposite direction of the train's travel by the distance between two beacon reader antennas (Distance_Between_Btms). Finally, the beacon detection window is moved in the opposite direction of the train's travel direction from the position of the train beacon antenna on the other end of the VOBC to obtain the beacon search start position. From the beacon search start position, the first beacon is found in the onboard database in the direction of the train's travel direction. If the beacon is found, the distance from the position of the train beacon antenna on the other end of the VOBC to the beacon position is calculated, and the beacon identifier (Balise ID) and the corresponding distance (Distance_To_Balise_When_Found) are sent to the other end of the VOBC.

[0042] Technical principle: Utilizing the established VOBC location information, the local position is determined by the activation status of the driver's cab, and the position of the beacon antenna at the other end is calculated by coordinate transformation, thereby realizing beacon information exchange between redundant systems and providing a basis for predicting forward beacons for VOBCs that have not yet been located.

[0043] The beacon detection window is determined based on factors such as beacon installation error and speed sensor speed measurement error. The calculation of the beacon detection window belongs to the train positioning algorithm and is not within the scope of this method, so it will not be elaborated further.

[0044] 3. VOBC monitors changes in train direction. Technical principle: By monitoring the periodic changes in the activation status of the train cab, it can determine whether the train's direction of travel has changed. When the direction changes, the relevant parameters for fault detection are reset to avoid misjudgment caused by direction switching and ensure the environmental adaptability of the beacon reader for fault detection.

[0045] When VOBC has not established train positioning, VOBC determines whether the train's direction of travel has changed by judging whether the active train cab has changed. In each processing cycle of VOBC, VOBC judges whether the currently active train cab is the same as the train cab activated in the previous cycle. If they are different, it is determined that the train's direction of travel has changed.

[0046] 4. VOBC processes information sent by the peer's VOBC. When the local VOBC receives the beacon identifier (Balise ID) and corresponding distance (Distance_To_Balise_When_Found) information from the remote VOBC, if the local VOBC has not established train positioning and is not in the process of establishing positioning (i.e., it has not detected the first beacon and is in the process of detecting the second beacon for positioning), the local VOBC saves the beacon identifier and corresponding distance to the forward-looking beacon list, as follows: The list of forward beacons is initially empty after VOBC startup. The information of the forward beacons stored in the list is a triplet, with the following structure: [Balise ID, Distance_To_Balise_When_Found, Travel_Distance_Since_Found] Where Balise ID is the beacon identifier, Distance_To_Balise_When_Found is the distance from the train beacon antenna to the beacon when the beacon is first found, and Travel_Distance_Since_Found is the cumulative train travel distance since the beacon was found.

[0047] Technical principle: The unpositioned VOBC receives beacon information sent by the peer and establishes a list of forward detection beacons containing beacon identifiers, distances, and cumulative driving distances to dynamically track the beacon reading status, providing real-time comparison basis for subsequent fault detection and ensuring the effective use of redundant information.

[0048] The local VOBC first checks whether the beacon sent by the remote VOBC is in the forward preflight beacon list. If it is already in the list, the information is ignored; if it is not in the forward preflight beacon list, the VOBC adds the beacon identifier and the corresponding distance to the forward preflight beacon list. At this time, Travel_Distance_Since_Found is 0, that is, the information [Balise ID, Distance_To_Balise_When_Found, 0] is added to the forward preflight beacon list.

[0049] 5. Check if the VOBC beacon reader is malfunctioning. If VOBC has not established train positioning and is not in the process of establishing positioning (i.e., the first beacon has not been detected and positioning is in the process of detecting the second beacon), then VOBC executes the beacon reader fault detection procedure in each processing cycle, as follows: VOBC determines whether it has received beacon information from the beacon reader in the current cycle. If it has received beacon information from the beacon reader, it means that the beacon reader is not faulty. It then resets the forward beacon list to an empty list and resets the beacon fault detection information to its initial value.

[0050] If no beacon information is received from the beacon reader, VOBC determines whether the train's direction of travel has changed. If the train's direction of travel has changed, VOBC resets the forward beacon list to an empty list and resets the beacon fault detection information to its initial value.

[0051] VOBC checks if the beacon advance lookup list is empty. If it is, the train's travel distance for the current cycle is added to the train's travel distance during the period when VOBC did not detect beacons (Travel_Distance_Without_Balise_Detection). The `Travel_Distance_Without_Balise_Detection` value is initially 0 when the VOBC starts and is reset to 0 when the VOBC receives beacon information from the beacon reader or when the train's direction of travel changes. The train's travel distance during this cycle can be calculated from the data input from the speed sensor (the same applies below). Then, it is determined whether the train's travel distance during the period when the VOBC did not detect the beacon is greater than the maximum distance the train traveled before the beacon reader read the beacon. That is, it is determined whether `Travel_Distance_Without_Balise_Detection > Max_Travel_Distance_For_Balise_Detected` is true. If it is true, it is determined that there is a potential fault in the beacon reader.

[0052] If the forward warning beacon list is not empty, process each beacon in the forward warning beacon list as follows: First, the travel distance of the train in this cycle is added to the total travel distance of the train since the beacon was found (Travel_Distance_Since_Found); Then, the beacon detection window is calculated. Since the train has not yet established positioning, the calculation method for the beacon detection window in the train positioning algorithm is not applicable at this time. This method uses the following formula to calculate the beacon detection window: , Where Balise_Abs_Error is the absolute error of beacon detection, X is the velocity measurement error coefficient, T_Balise_Process_Delay is the beacon detection processing delay, and Balise_Detection_Window_Tolerance is the beacon detection window tolerance value, these parameters are all VOBC system parameters. That's the train speed.

[0053] Finally, determine whether the beacon was not detected if the following conditions are met: Travel_Distance_Since_Found > Distance_To_Balise_When_Found+ Balise_Detection_Window If the condition is met, it is determined that the beacon has not been detected. The consecutive beacon loss count (N_Consecutive_Balises_Missed) is incremented by 1, and then the beacon is removed from the list of preceding pre-detection beacons. The consecutive beacon loss count is initially 0 when VOBC starts and is reset to 0 when VOBC receives beacon information from the beacon reader.

[0054] After each beacon in the forward beacon list has been processed, determine whether the number of consecutively lost beacons exceeds the allowed number of consecutively lost beacons, i.e., check if the following condition is met: N_Consecutive_Balises_Missed > Max_Number_Of_Allowed_Consecutive_Balises_Missed, If the above conditions are met, the beacon reader is determined to be faulty.

[0055] Technical principle: By judging the relationship between the beacon reception status, changes in driving direction, and cumulative driving distance and preset thresholds, and combining the beacon detection window for dynamic calculation, the system determines whether there are potential faults in the beacon reader according to different scenarios (empty / non-empty pre-inspection list), thereby achieving dynamic detection and preliminary location of faults.

[0056] 6. Troubleshooting beacon reader malfunctions When VOBC detects a potential fault in the beacon reader, it executes the beacon reader fault handling procedure in each processing cycle, as follows: The VOBC sends an alarm to the ATS indicating that the beacon reader has not detected a beacon over a long distance. The ATS alerts the operations personnel via text and sound. The ATS operations personnel determine whether to address the alarm reported by the VOBC based on factors such as the train's location. If the train is on the operational schedule and traveling on a track with beacons installed, the ATS operations personnel should confirm that the alarm reported by the VOBC needs to be addressed. After the ATS operations personnel perform a confirmation operation on the ATS, the ATS sends a potential beacon reader malfunction confirmation message to the VOBC. Upon receiving the confirmation message, the VOBC determines that the beacon reader is faulty.

[0057] When the VOBC detects a beacon reader malfunction (through continuous beacon loss or ATS confirmation of a potential beacon reader malfunction), the VOBC sends a beacon reader malfunction alarm to the ATS, then restarts the beacon reader device. The VOBC resets the forward beacon list and beacon malfunction detection information to their initial values. Preferably, the beacon reader, as a key device in the signaling system, is typically connected to the power interface of the onboard controller, which provides a stable power supply. Since the onboard controller has a remote power-off restart function, the aforementioned restart of the beacon reader device can be achieved by controlling the onboard controller to power off and restart. When the onboard controller powers off and restarts, it is necessary to ensure that the VOBC at the other end is in active mode and responsible for train control.

[0058] When the ATS receives a beacon reader failure report, it accumulates the number of beacon reader failures reported by each VOBC. If the total number of beacon reader failures reported by a VOBC exceeds the maximum allowed number of beacon reader failures (Max_Num_Of_Allowed_Balise_Reader_Failure), the ATS generates an alarm indicating that the beacon reader failure of the train corresponding to that VOBC is unrecoverable. The ATS displays information and provides an audio notification to the operations personnel, who then arrange for the train to be taken out of service and returned to the depot for maintenance.

[0059] Technical principle: Through the collaborative processing of VOBC and ATS, fault alarm reporting, manual confirmation, remote equipment restart and fault count accumulation are realized. Combined with the redundancy architecture, the continuity of train control is ensured during the restart. When the number of faults exceeds the threshold, manual intervention is triggered, forming a closed-loop processing mechanism of "detection-alarm-recovery-handling".

[0060] The following will be combined with the appendix Figure 4-7 Describe in detail the implementation plan of this solution.

[0061] The optimal implementation is as follows: According to the appendix Figure 3 The implementation case shown is executed through the following steps: 1. Determine the fault detection parameters for the beacon reader. The parameter values ​​used in this embodiment are as follows (the parameters are explained in the invention description and will not be repeated here): DistanceBetween_Btms: In this embodiment, the train length is 108m.

[0062] Train_Length: In this embodiment, the train length is 118m; MaxTravel_Distance_For_Balise_Detected: This embodiment uses an automated depot, so it is not necessary to consider the maximum distance the train travels when leaving the depot. The maximum distance between two adjacent beacons on the line is 200m, so this parameter is set to 600m in this embodiment. Max_Number_Of_Allowed_Consecutive_Balises_Missed: In this example, there are 4 possible values; Balise_Abs_Error: In this example, the value is 1m; X: Speed ​​measurement error coefficient, which is 0.0437 in this embodiment; T_Balise_Process_Delay: In this example, the value is 0.14s; Balise_Detection_Window_Tolerance: In this embodiment, the value is 2m; Max_Num_Of_Allowed_Balise_Reader_Failure: In this example, the value is 3.

[0063] 2. VOBC calculates the forward beacon information of the peer VOBC. Once the VOBC establishes train positioning, the VOBC calculates the forward detection beacon information for the other VOBC based on its own train beacon antenna position information, using the following method: First, determine whether the local VOBC is located at the front or rear of the vehicle. If the cab where the local VOBC is located is activated, then the local VOBC is determined to be located at the front of the vehicle. If the cab where the remote VOBC is located is not activated, then the local VOBC is determined to be located at the rear of the vehicle. Then calculate the position of the train beacon antenna of the opposite VOBC (i.e., the position of the beacon reader antenna of the opposite VOBC on the track). If the local VOBC is located at the front of the train, the position of the local train beacon antenna is obtained by moving the position of the local train beacon antenna in the opposite direction of the train's travel by the distance between two beacon reader antennas (DistanceBetween_Btms). If the local VOBC is located at the rear of the train, the position of the local train beacon antenna is obtained by moving the position of the local train beacon antenna in the opposite direction of the train's travel by the distance between two beacon reader antennas (DistanceBetween_Btms). Finally, the beacon detection window is moved in the opposite direction of the train's travel direction from the position of the train beacon antenna on the other end of the VOBC to obtain the beacon search start position. From the beacon search start position, the first beacon is found in the onboard database in the direction of the train's travel direction. If the beacon is found, the distance from the position of the train beacon antenna on the other end of the VOBC to the beacon position is calculated, and the beacon identifier (Balise ID) and the corresponding distance (Distance_To_Balise_When_Found) are sent to the other end of the VOBC.

[0064] The beacon detection window described above uses the calculation method for the detection window from the train positioning algorithm section.

[0065] The methods described above for VOBC to locate the preceding pre-detection beacon of the peer VOBC and to calculate the distance from the peer VOBC beacon antenna position to the preceding pre-detection beacon are attached. Figure 4 As shown.

[0066] 3. VOBC monitors changes in train direction. When VOBC has not established train positioning, VOBC determines whether the train's direction of travel has changed by judging whether the active train cab has changed. In each processing cycle of VOBC, VOBC judges whether the currently active train cab is the same as the train cab activated in the previous cycle. If they are different, it is determined that the train's direction of travel has changed.

[0067] 4. VOBC processes information sent by the peer's VOBC. When the local VOBC receives the beacon identifier (Balise ID) and corresponding distance (Distance_To_Balise_When_Found) information from the remote VOBC, if the local VOBC has not established train positioning and is not in the process of establishing positioning (i.e., it has not detected the first beacon and is in the process of detecting the second beacon for positioning), the local VOBC saves the beacon identifier and corresponding distance to the forward-looking beacon list, as follows: The list of forward beacons is initially empty after VOBC startup. The information of the forward beacons stored in the list is a triplet, with the following structure: [Balise ID, Distance_To_Balise_When_Found, Travel_Distance_Since_Found] Where Balise ID is the beacon identifier, Distance_To_Balise_When_Found is the distance from the train beacon antenna to the beacon when the beacon is first found, and Travel_Distance_Since_Found is the cumulative train travel distance since the beacon was found.

[0068] The local VOBC first checks whether the beacon sent by the remote VOBC is in the forward preflight beacon list. If it is already in the list, the information is ignored; if it is not in the forward preflight beacon list, the VOBC adds the beacon identifier and the corresponding distance to the forward preflight beacon list. At this time, Travel_Distance_Since_Found is 0, that is, the information [Balise ID, Distance_To_Balise_When_Found, 0] is added to the forward preflight beacon list.

[0069] 5. Check if the VOBC beacon reader is malfunctioning. If VOBC fails to establish train location and is not in the process of establishing location (i.e., the first beacon has not been detected and the second beacon is being detected for location), VOBC executes the beacon reader fault detection procedure in each processing cycle. The entire procedure is shown in the attached figure. Figure 5 As shown, the method is as follows: VOBC determines whether it has received beacon information from the beacon reader in the current cycle. If it has received beacon information from the beacon reader, it means that the beacon reader is not faulty. It then resets the forward beacon list to an empty list and resets the beacon fault detection information to its initial value.

[0070] If no beacon information is received from the beacon reader, VOBC determines whether the train's direction of travel has changed. If the train's direction of travel has changed, VOBC resets the forward beacon list to an empty list and resets the beacon fault detection information to its initial value.

[0071] VOBC checks if the beacon advance detection list is empty. If it is, it adds the train's travel distance for the current cycle to the train's travel distance during the period when VOBC did not detect the beacon (Travel_Distance_Without_Balise_Detection). Travel_Distance_Without_Balise_Detection is initially 0 when VOBC starts and resets to 0 when VOBC receives beacon information from the beacon reader or when the train's direction of travel changes. The train's travel distance for the current cycle can be calculated from data input from the speed sensor (the same applies below). Then, it checks if the train's travel distance during the period when VOBC did not detect the beacon is greater than the maximum distance the train traveled before the beacon reader detected the beacon, i.e., whether Travel_Distance_Without_Balise_Detection > MaxTravel_Distance_For_Balise_Detected is true. If true, it determines that the beacon reader has a potential malfunction.

[0072] If the forward warning beacon list is not empty, process each beacon in the forward warning beacon list as follows: First, the travel distance of the train in this cycle is added to the total travel distance of the train since the beacon was found (Travel_Distance_Since_Found); Then, the beacon detection window is calculated. Since the train has not yet established positioning, the calculation method for the beacon detection window in the train positioning algorithm is not applicable at this time. This method uses the following formula to calculate the beacon detection window: , Where Balise_Abs_Error is the absolute error of beacon detection, X is the velocity measurement error coefficient, T_Balise_Process_Delay is the beacon detection processing delay, and Balise_Detection_Window_Tolerance is the beacon detection window tolerance value, these parameters are all VOBC system parameters. That's the train speed.

[0073] Finally, determine whether the beacon was not detected if the following conditions are met: Travel_Distance_Since_Found > Distance_To_Balise_When_Found+ Balise_Detection_Window, If the condition is met, it is determined that the beacon has not been detected. The consecutive beacon loss count (N_Consecutive_Balises_Missed) is incremented by 1, and then the beacon is removed from the list of preceding pre-detection beacons. The consecutive beacon loss count is initially 0 when VOBC starts and is reset to 0 when VOBC receives beacon information from the beacon reader.

[0074] After each beacon in the forward beacon list has been processed, determine whether the number of consecutively lost beacons exceeds the allowed number of consecutively lost beacons, i.e., check if the following condition is met: N_Consecutive_Balises_Missed > Max_Number_Of_Allowed_Consecutive_Balises_Missed, If the above conditions are met, the beacon reader is determined to be faulty.

[0075] The above methods for determining the loss of forward beacons are attached. Figure 6 As shown.

[0076] 6. Troubleshooting beacon reader malfunctions When VOBC detects a potential fault in the beacon reader, it executes the beacon reader fault handling procedure in each processing cycle. The entire procedure is shown in the attached figure. Figure 7 As shown, the method is as follows: The VOBC sends an alarm to the ATS indicating that the beacon reader has not detected a beacon over a long distance. The ATS alerts the operations personnel via text and sound. The ATS operations personnel determine whether to address the alarm reported by the VOBC based on factors such as the train's location. If the train is on the operational schedule and traveling on a track with beacons installed, the ATS operations personnel should confirm that the alarm reported by the VOBC needs to be addressed. After the ATS operations personnel perform a confirmation operation on the ATS, the ATS sends a potential beacon reader malfunction confirmation message to the VOBC. Upon receiving the confirmation message, the VOBC determines that the beacon reader is faulty.

[0077] When the VOBC detects a beacon reader malfunction (through continuous beacon loss or ATS confirmation of a potential beacon reader malfunction), the VOBC sends a beacon reader malfunction alarm to the ATS, then restarts the beacon reader device. The VOBC resets the forward beacon list and beacon malfunction detection information to their initial values. Preferably, the beacon reader, as a key device in the signaling system, is typically connected to the power interface of the onboard controller, which provides a stable power supply. Since the onboard controller has a remote power-off restart function, the aforementioned restart of the beacon reader device can be achieved by controlling the onboard controller to power off and restart.

[0078] When the ATS receives a beacon reader failure report, it accumulates the number of beacon reader failures reported by each VOBC. If the total number of beacon reader failures reported by a VOBC exceeds the maximum allowed number of beacon reader failures (Max_Num_Of_Allowed_Balise_Reader_Failure), the ATS generates an alarm indicating that the beacon reader failure of the train corresponding to that VOBC is unrecoverable. The ATS displays information and provides an audio notification to the operations personnel, who then arrange for the train to be taken out of service and returned to the depot for maintenance.

[0079] The above embodiments can be implemented, in whole or in part, by software, hardware (such as circuits), firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more sets of available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium. A semiconductor medium can be a solid-state drive.

[0080] It should be understood that the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. A and B can be singular or plural. Additionally, the character " / " in this article generally indicates an "or" relationship between the preceding and following related objects, but it can also represent an "and / or" relationship. Please refer to the context for a more accurate understanding.

[0081] In this invention, "at least one" means one or more, and "more than one" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of a single item or a plurality of items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be a single item or multiple items.

[0082] It should be understood that, in various embodiments of the present invention, the order of the above-mentioned process numbers does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0083] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0084] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the devices, apparatuses, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0085] In the several embodiments provided by this invention, it should be understood that the disclosed devices, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0086] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0087] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0088] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0089] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for detecting and handling beacon reader malfunctions, characterized in that, The method includes the following steps: S1: Determine the beacon reader fault detection parameters; S2: The VOBC calculates the information of the forward inspection beacon of the VOBC at the other end. After the VOBC establishes the train positioning, it calculates the position of the train beacon antenna of the VOBC at the other end based on the position of the train beacon antenna at its own end, and searches for the corresponding beacon in the on-board database. It then sends the beacon identification and distance information to the VOBC at the other end. S3: VOBC monitors changes in the train's direction of travel and determines changes in the train's direction of travel by judging whether the activated train cab has changed. S4: The VOBC processes the information sent by the peer VOBC and saves the received beacon identifier and distance information to the forward pre-detection beacon list; S5: VOBC detects whether the beacon reader is malfunctioning. It determines whether the beacon reader has potential or malfunctions by judging whether beacon information is received, whether the train's direction of travel has changed, and whether the number of consecutively lost beacons in the list of beacons ahead exceeds the threshold. S6: Handling beacon reader faults. When a potential fault is detected, VOBC sends an alarm to ATS and determines it as a fault after ATS confirmation. When a fault is detected, an alarm is sent to ATS and the beacon reader is restarted. ATS accumulates the number of faults and prompts manual handling when the number exceeds a threshold.

2. The method for detecting and handling beacon reader malfunctions according to claim 1, characterized in that, S1: Determine the beacon reader fault detection parameters, including: Measure and configure the distance between the two beacon reader antennas (Distance_Between_Btms) to ensure a spatial reference for dual-end redundant detection; Set the train length parameter (Train_Length) as the basic physical quantity for position calculation; Based on the line topology map and beacon installation locations, determine the maximum train departure distance (Max_Travel_Distance_Depot) and the maximum distance between adjacent beacons (Max_Distance_Between_Balises). This is then calculated using the formula: Max_Travel_Distance_For_Balise_Detected = Max_Travel_Distance_Depot + Max_Distance_Between_Balises. Calculate the maximum permissible distance to travel without a beacon; Configure the continuous beacon loss threshold (Max_Number_Of_Allowed_Consecutive_Balises_Missed), beacon detection absolute error (Balise_Abs_Error), speed measurement error coefficient (X), processing delay (T_Balise_Process_Delay), window tolerance (Balise_Detection_Window_Tolerance), and maximum number of failures (Max_Num_Of_Allowed_Balise_Reader_Failure). In the automated field segment scenario, set Max_Travel_Distance_Depot to 0.

3. The method for detecting and handling beacon reader malfunctions according to claim 1, characterized in that, S2: The VOBC calculates the forward detection beacon information of the peer VOBC. After the VOBC establishes train positioning, it calculates the position of the peer VOBC's train beacon antenna based on the position of its own train beacon antenna, searches for the corresponding beacon in the onboard database, and sends the beacon identifier and distance information to the peer VOBC, including: The VOBC on this end determines whether it is at the front (active cab) or the rear (inactive cab) of the vehicle by the cab's activation status: If this end is the front of the vehicle, move the position of the local beacon antenna by the distance Distance_Between_Btms in the opposite direction of travel to obtain the position of the VOBC beacon antenna on the other end; If it is the rear of the vehicle, then move the distance Distance_Between_Btmss along the direction of travel; Move the beacon detection window in the opposite direction of travel from the location of the beacon antenna at the other end, search for the first beacon in the vehicle database, and calculate the distance from the location of the beacon antenna at the other end to that beacon; The found beacon identifier (Balise ID) and distance (Distance_To_Balise_When_Found) are sent to the peer VOBC through a redundant communication channel.

4. The method for detecting and handling beacon reader malfunctions according to claim 1, characterized in that, S3: VOBC monitors changes in train direction of travel, determining these changes by assessing whether the activated train cab has changed, including: After VOBC starts, initialize the cab status recording variables and store the cab identifiers activated in the previous cycle; Each processing cycle reads the status of the currently active cab and compares it with the status of the previous cycle; If the two states are inconsistent, it is determined that the driving direction has changed, and the list of forward inspection beacons and the cumulative parameters of fault detection are immediately reset to their initial values.

5. The method for detecting and handling beacon reader malfunctions according to claim 1, characterized in that, S4: The VOBC processes the information sent by the peer VOBC, and saves the received beacon identifier and distance information to the forward pre-detection beacon list, including: When the local VOBC is not establishing a location and is not in a location-based process, it receives the beacon identifier (Balise ID) and distance (Distance_To_Balise_When_Found) sent by the other end. Check if the beacon identifier already exists in the list of forward beacons (initially empty). If it exists, ignore it; otherwise, add the triplet information [Balise ID, Distance_To_Balise_When_Found, 0], where the cumulative travel distance (Travel_Distance_Since_Found) is initialized to 0. The cumulative travel distance (Travel_Distance_Since_Found) of each beacon in the list is updated in real time, and the travel distance for each processing cycle is accumulated by adding the speed sensor data.

6. The method for detecting and handling beacon reader malfunctions according to claim 1, characterized in that, S5: The VOBC detects whether the beacon reader is malfunctioning. This is determined by assessing whether beacon information is received, whether the train's direction of travel has changed, and whether the number of consecutively lost beacons in the forward beacon list exceeds a threshold. This includes: If no beacon information is received and the driving direction has not changed, the accumulated distance traveled without a beacon (Travel_Distance_Without_Balise_Detection) exceeds [a certain threshold]. Max_Travel_Distance_For_Balise_Detected then identifies potential faults; If the list of forward beacons is not empty, accumulate the travel distance (Travel_Distance_Since_Found) for each beacon, and calculate using the formula... Calculate the detection window; When the following conditions are met: When Travel_Distance_Since_Found > Distance_To_Balise_When_Found + Balise_Detection_Window, the beacon is determined to be lost, the number of consecutive lost beacons (N_Consecutive_Balises_Missed) is accumulated, and the beacon is removed. If the following conditions are met: If N_Consecutive_Balises_Missed > Max_Number_Of_Allowed_Consecutive_Balises_Missed, then the beacon reader is considered faulty.

7. The method for detecting and handling beacon reader malfunctions according to claim 1, characterized in that, S6: Handling beacon reader faults. When a potential fault is detected, the VOBC sends an alarm to the ATS, and after confirmation by the ATS, it is determined to be a fault. When a fault is detected, an alarm is sent to the ATS and the beacon reader is restarted. The ATS accumulates the number of faults and prompts manual intervention when the number exceeds a threshold, including: In the event of a potential fault, VOBC sends a long-distance beacon-free alarm to ATS. After confirmation by ATS operators, a fault confirmation command is issued, which VOBC then receives and determines the fault. When a fault occurs, the VOBC sends a fault alarm to the ATS and remotely restarts the beacon reader via the vehicle controller to ensure that the VOBC at the other end is in master mode. ATS accumulates the number of failures for each VOBC, when it exceeds When Max_Num_Of_Allowed_Balise_Reader_Failure occurs, an unrecoverable alarm is generated, prompting operations personnel to arrange for the train to return to the depot for maintenance. After restarting, VOBC resets the list of forward pre-detection beacons and fault detection parameters, restoring the normal detection process.

8. A train positioning system, characterized in that, The train positioning system includes a VOBC, a beacon reader, and a speed sensor. The VOBC obtains beacon information through the beacon reader and obtains train motion data through the speed sensor to calculate the train speed and travel distance, and implements the method for detecting and handling beacon reader malfunctions as described in any one of claims 1-7.

9. An electronic device, characterized in that, The electronic device includes: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium contains program code that can be invoked by a processor to execute the method as described in any one of claims 1 to 7.

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