A railway operation guidance method, device and system

Abstract

This invention relates to the field of railway inspection technology, and in particular to a railway operation guidance method, device, and system, comprising: allocating and managing work equipment according to received backend instructions and acquired personnel information; entering the track area, performing wireless positioning to determine the current location range; performing current detection on several tracks within the determined current location range, distinguishing tracks and accurately locating them based on the detection results; communicating with the backend to obtain and store the correspondence between tracks and current frequencies based on the track differentiation results; and upon reaching the work point, performing track detection again, distinguishing between up and down tracks based on the detection results and locating the work point. This invention achieves closed-loop management of personnel, tools, and backend instructions; utilizing track current, it can achieve up and down track differentiation and meter-level accuracy positioning, transforming high-precision positioning capabilities into a portable, real-time personal terminal, allowing operators to know their precise location and work point location at any time.

Description

Technical Field

[0001] This invention relates to the field of railway inspection technology, and in particular to a railway operation guidance method, device, and system. Background Technology

[0002] Railway inspection is a fundamental and routine task to ensure railway transportation safety. It is mainly responsible for the periodic inspection, maintenance and upkeep of railway lines, bridges, tunnels, culverts and various equipment along the line, in order to discover and eliminate potential safety hazards in a timely manner, and ensure that trains can run safely, smoothly and uninterruptedly.

[0003] The first method is traditional manual inspection. This is the most direct form, commonly known as the work of "railway inspectors" or "track workers." Inspectors need to carry tools and conduct inspections on foot or by special track vehicles along the railway line. They need to check the rails for cracks, wear, or loose connections; check the ballast (the layer of stones under the sleepers) for stability and subsidence; and check the roadbed for risks such as landslides or subsidence. This work demands a high level of responsibility, physical strength, and experience, requiring them to be able to judge subtle abnormalities in equipment through sound, sight, and touch. Especially in inclement weather, the density and intensity of inspections increase significantly.

[0004] Secondly, there is the use of modern technological inspections. With technological advancements, railway inspections are increasingly relying on scientific methods. For example, large rail flaw detectors use ultrasonic principles to detect internal rail damage; drones are used for high-altitude and long-distance imaging inspections of bridges, tunnels, and steep slopes; and on key sections of high-speed railways, online monitoring systems are installed to monitor the track's geometry, wind conditions, and foreign object intrusion in real time using sensors. These technologies greatly improve the efficiency and accuracy of inspections, enabling the detection of hidden dangers that are difficult to detect with the human eye.

[0005] Currently, manual inspection still dominates in most scenarios due to its flexibility and low cost. The most important issue for manual railway inspection is safety, and ensuring safety depends on process control. Currently, process control mainly relies on training, regulations, and other procedures, lacking corresponding technical means. Summary of the Invention

[0006] Therefore, it is necessary to provide a railway operation guidance method, device, and system to address the above-mentioned problems.

[0007] This invention is implemented as follows: a railway operation guidance method, applied to operation guidance equipment, the railway operation guidance method comprising: The allocation and management of work equipment are carried out based on the received backend instructions and the acquired personnel information; Upon entering the orbital area, wireless positioning is performed to determine the current location range; Within the determined current location range, current is detected on several tracks, and the tracks are distinguished and accurately located based on the detection results. It communicates with the backend to obtain and store the correspondence between the track and the current frequency based on the track differentiation results; After arriving at the work site, the track is inspected again. Based on the inspection results, the track is distinguished as up or down and the work site is located.

[0008] In one embodiment, the present invention provides a railway operation guidance device, including a memory and a processor. The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of the railway operation guidance method according to any embodiment of the present invention.

[0009] In one embodiment, the present invention provides a railway operation guidance system, the railway operation guidance system including a backend and a railway operation guidance device as described in any embodiment of the present invention; The backend communicates wirelessly with the railway operation guidance device to receive and process information uploaded by the railway operation guidance device and generate corresponding responses.

[0010] The solution provided in this invention achieves full binding and closed-loop management of personnel, tools, and backend instructions through integrated work guidance equipment, ensuring work compliance. Its core advantage lies in utilizing track current to establish accurate current positioning data locally after the initial positioning is completed. This allows subsequent operations to break free from dependence on external signals, independently achieving track up and down differentiation and meter-level accuracy positioning solely based on real-time current detection. This transforms high-precision positioning capabilities into a portable, real-time personal terminal, enabling every worker to know their precise location and work point at any time in complex environments. Especially in areas with poor signal, this greatly improves the safety and flexibility of railway operations. Attached Figure Description

[0011] Figure 1 This is a flowchart of a railway operation guidance method according to one embodiment of the present invention. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0013] It is understood that the terms "first," "second," etc., used in this invention may be used to describe various elements herein, but unless specifically stated otherwise, these elements are not limited by these terms. These terms are used only to distinguish one element from another. For example, without departing from the scope of this invention, a first script may be referred to as a second script, and similarly, a second script may be referred to as a first script.

[0014] like Figure 1 As shown, in one embodiment, the present invention proposes a railway operation guidance method, which may specifically include the following steps: The allocation and management of work equipment are carried out based on the received backend instructions and the acquired personnel information; Upon entering the orbital area, wireless positioning is performed to determine the current location range; Within the determined current location range, current is detected on several tracks, and the tracks are distinguished and accurately located based on the detection results. It communicates with the backend to obtain and store the correspondence between the track and the current frequency based on the track differentiation results; After arriving at the work site, the track is inspected again. Based on the inspection results, the track is distinguished as up or down and the work site is located.

[0015] In this embodiment, the work guidance device can take the form of a handheld terminal, a smart safety helmet, or a wearable device, etc. The present invention does not limit the specific implementation form of the work guidance device. Based on the work guidance device, the present invention can implement closed-loop management of task distribution and equipment retrieval, which can prevent the omission of work equipment and limit the scope of equipment use, thereby achieving access control.

[0016] In this embodiment, the equipment automatically activates its positioning function after the operator enters the railway work area. Considering the complex railway environment, including areas with weak satellite signals such as tunnels and mountainous regions, this embodiment employs a combined positioning method. Specifically, the equipment first acquires BeiDou or GPS satellite positioning signals to determine a relatively large initial location range, for example, an error range of 10 to 50 meters. Then, the equipment receives wireless positioning signals (such as UWB, Bluetooth, or Wi-Fi signals) from fixed base stations or mobile inspection vehicles along the line. By calculating signal arrival time or signal strength, the range within the initial location range is further narrowed down to obtain a second location range with an error in the meter or even sub-meter range. Thus, even in tunnels without satellite signals, the operator can roughly determine which station area or section of track they are near.

[0017] In this embodiment, after determining the approximate location range, the operator needs to pinpoint which track they are specifically standing on. At this point, the operator holds the device close to the track and uses the device's built-in or external current detection probe to detect the track. Since railway tracks typically carry track circuit currents of a specific frequency, different tracks may be assigned different frequencies or combinations of frequencies. Starting from their current position, the operator sequentially traverses each group of tracks along a direction perpendicular to the track. The device uploads the detected current frequency to the backend server in real time. The backend database compares the data and returns the track information corresponding to that frequency, such as "track 3, down line". If the returned information matches the current detection (especially in cases involving multiple tracks, confirmation cannot be based on a single track's information; a combination of information is required), the device confirms that the operator is on track 3 and displays the track number and position on the screen. If the backend returns "no such frequency" or "frequency conflict," the device issues a prompt, guiding the operator to continue detecting the next track until successful positioning.

[0018] In this embodiment, after confirming the specific track currently in use, the device engages in deeper data interaction with the backend. The device sends its current location and track number to the backend, requesting the download of a "track-current frequency" mapping table for all tracks within that segment. This table contains detailed information such as frequency A corresponding to the uplink main line, frequency B corresponding to the downlink main line, and frequency C corresponding to the lateral line. The device stores these mappings in its local database. This is done to address potential network signal interruptions during subsequent operations; even in segments without network coverage, the device can rely on locally stored data for track identification and judgment.

[0019] In this embodiment, when the operator walks along the track to a specific work point, such as a rail joint, turnout, or signal location requiring maintenance, a final confirmation of the current work position is needed. At this time, the equipment again detects the current on the track beneath its feet. First, by comparing the detected current frequency with the locally stored correspondence, it determines whether the current track is an up line or a down line. Then, combining the current current intensity, phase change, or slight frequency shift, the distance to the previous signal point (such as an insulating joint, axle counter, or base station) is calculated. For example, track circuit signals experience regular attenuation during transmission; by measuring the signal strength, the distance to the signal injection point can be deduced. In this way, the equipment can pinpoint the work position to "down line, K12+345 meters," achieving centimeter-level work point positioning.

[0020] The solution provided in this invention achieves full binding and closed-loop management of personnel, tools, and backend instructions through integrated work guidance equipment, ensuring work compliance. Its core advantage lies in utilizing track current to establish accurate current positioning data locally after the initial positioning is completed. This allows subsequent operations to break free from dependence on external signals, independently achieving track up and down differentiation and meter-level accuracy positioning solely based on real-time current detection. This transforms high-precision positioning capabilities into a portable, real-time personal terminal, enabling every worker to know their precise location and work point at any time in complex environments. Especially in areas with poor signal, this greatly improves the safety and flexibility of railway operations.

[0021] In one embodiment, the allocation and control of work equipment based on received background instructions and acquired personnel information includes: Upon receiving a standby command from the background, it enters standby mode; In standby mode, personnel information is acquired and bound to the device; Request a list of operating equipment corresponding to the bound personnel information; Read the identification of the work equipment, instruct the work equipment to be picked up and recorded according to the work equipment list.

[0022] In this embodiment, the device normally operates in low-power standby mode to conserve power. When the backend server issues a standby command or the device detects nearby personnel, it enters operational mode. Personnel log in to the device via facial recognition, fingerprint recognition, or employee card swiping, and the device binds the current personnel information to its own device ID. After successful binding, the device automatically requests the work orders and corresponding tool and equipment list from the backend server for the personnel's tasks for the day. Subsequently, the personnel go to the tool library to retrieve equipment. By scanning the QR code, barcode, or reading the RFID tag on the tool, the device automatically verifies that the retrieved tools match the list. If they match, the device displays "Retrieval Successful" and uploads the requisition record (including tool name, number, requisition time, and recipient) to the backend server for filing. If there is a discrepancy or a missing tool, the device will issue an audible and visual alarm, prompting the personnel to check the tools. This embodiment achieves digital and closed-loop management of pre-operation preparations, ensuring that personnel arrive at the site with the correct tools.

[0023] In one embodiment, the step of performing wireless positioning to determine the current location range includes: Acquire satellite positioning signals and determine the first location range based on the satellite positioning signals; The location signal of the mobile inspection vehicle is obtained, and the current location range of the device is obtained by determining the second location range within the first location range based on the location signal of the wireless inspection vehicle.

[0024] In this embodiment, to address the issues of weak signal and low accuracy when relying solely on satellite positioning in tunnels, mountainous areas, or under platform canopies, a mobile inspection vehicle is introduced as a dynamic positioning reference point. The inspection vehicle is equipped with a high-precision integrated navigation system (such as differential GPS + inertial navigation) and a wireless signal transmitter (such as UWB or Bluetooth beacon). After entering the work area, the equipment first attempts to acquire satellite positioning signals to obtain a preliminary location range (e.g., within a radius of 50 meters) that may have significant errors. Simultaneously, the equipment continuously monitors the wireless positioning signals emitted by surrounding mobile inspection vehicles (in typical scenarios, the inspection vehicle transports personnel to the work area, where they disembark and perform their assigned tasks, then return to the inspection vehicle to leave; therefore, the distance between the inspection vehicle and the work point is usually within several hundred meters). When a nearby inspection vehicle is detected, the equipment measures the received signal strength (RSSI) or time of arrival (TOA), and combines this with the precise location broadcast by the inspection vehicle via wireless communication. Using triangulation or distance intersection algorithms, it calculates the equipment's precise position relative to the inspection vehicle within a first location range, thus obtaining a second location range with much smaller error (e.g., within a radius of 5 meters). In this way, even in areas without satellite signals, operators can determine their precise location by observing nearby inspection vehicles.

[0025] In one embodiment, the step of performing current detection on several tracks within a determined current location range, distinguishing tracks based on the detection results, and performing precise positioning includes: Starting from the current position, the current is detected sequentially along one direction across the track, the current frequency is identified, and the data is uploaded to the backend. Receive information returned from the backend and determine whether the information contains information about the detected tracks; If so, then track differentiation is performed, the current precise location is determined, and reported; If not, an instruction message will be output instructing personnel to continue the testing.

[0026] In this embodiment, track differentiation is an interactive and dynamic process. Assume the operator is standing on the shoulder with multiple tracks in front of them. The device prompts, "Please move to the right front to detect the first track." The operator moves the probe close to the first track, and the device detects a current frequency of 1700Hz and automatically uploads it to the backend. The backend database compares the data and returns the information, "1700Hz corresponds to track 1, downlink main line." Upon receiving this information, the device displays "Currently located on track 1 (downlink main line)" on the screen and may vibrate or emit a sound to indicate successful positioning. If the detected frequency is 2000Hz, the backend returns, "Frequency 2000Hz does not match in the local database; it may be an interference signal or a newly added track." The device screen then displays "Frequency abnormal, please retest" or "Please continue detecting the next track." The operator continues to move inward according to the prompts to detect the second track until the backend returns successfully matched track information. This interactive detection method effectively avoids misjudgments caused by temporary signal interference, track circuit failures, or outdated databases, improving the reliability of positioning. In particular, for areas with multiple tracks running side by side, under the condition of limited available frequency range, in order to increase the frequency difference between tracks, there are usually cases where different tracks have the same frequency. In this case, the difference is made by the different order of the tracks and the combination of frequencies. Therefore, it is necessary to detect multiple tracks / groups and arrange the frequencies of each track to uniquely lock the current track number and up / down direction.

[0027] In one embodiment, the process of distinguishing orbits and determining the current precise location includes: Generate a track layout diagram based on the input number of tracks, number the tracks in the track layout diagram, and match the received track information with the corresponding numbered tracks. The track distance to the detection position is calculated based on the detected current value, and the current precise position is determined by the track distance.

[0028] In this embodiment, to more intuitively display the operator's position, the device can generate a simplified track layout diagram on the touchscreen based on pre-input station map information or manually input track numbers (e.g., "currently there are 5 tracks"), numbering the tracks sequentially from 1 to 5. When the background returns track information (e.g., "track 3"), the corresponding "track 3" icon on the screen will be highlighted or change color, and a "current position" marker will be displayed below the icon, indicating that the operator is currently standing on track 3. Simultaneously, the device records the horizontal movement distance from the edge of the shoulder (starting point) to the currently detected track. Combining this with the track spacing specified by railway standards (e.g., 5 meters), the lateral offset of the current footing from the starting point can be calculated by accumulating the track spacing traveled. If this is further combined with the mileage information along the track direction, precise position determination on a two-dimensional plane can be achieved, indicating that the operator is located on "track 3, XX meters from the edge of the shoulder." The lateral distance is only for reference; the distance along the track direction is the most important factor during operation.

[0029] In this embodiment, the internal resistance of the guiding device is known. After connecting the two detection terminals of the guiding device to the rails, since the power supply voltage of the two rails is known, the resistance of the rails can be calculated from the current value. The resistance of the rails is mainly affected by the length, so the distance of the current position from the power source can be calculated, thereby achieving accurate positioning in the rail direction. Specifically, R = (R1 + R2) = U / I, R2 = R - R1 = ρL / S, from which we can obtain the distance from the detection position to the power source l = L / 2 = (U / I - R1)S / ρ / 2; where R is the total resistance, R1 is the internal resistance of the guiding device, R2 is the rail resistance, U is the power supply voltage on the rails, I is the detected current, ρ is the rail resistivity, S is the rail cross-section, and L is the length of the rail through which the current flows.

[0030] In one embodiment, obtaining and storing the correspondence between the track and the current frequency based on the track differentiation result includes: Send the current information and number of the current track to the backend; After receiving the start-up information from the background, the current track is detected and the current frequency is recorded; Repeat the detection and recording until the current frequency stabilizes and repeats for several cycles; The stable, repetitive current frequencies are matched and stored according to their order within the period with the corresponding track numbers.

[0031] In this embodiment, after determining the current track, communication with the backend allows the backend to transmit the current frequencies of other tracks in the area via the current track, eliminating the need to detect each track individually. This approach is highly efficient in large, parallel areas, avoiding potentially dozens of detections. Specifically, after confirming the current track number, the device sends a request to the backend, which then transmits the current frequencies of all tracks in the area via the current track. The device then begins continuously monitoring the current frequency changes of the current track, for example, recording the frequency value every second. Assuming the monitored frequency cycles between 1700Hz, 2300Hz, 1700Hz, and 2300Hz, with each frequency lasting a fixed duration (e.g., 1700Hz for 5 seconds, 2300Hz for 5 seconds), and the cycle period is 10 seconds. After continuous monitoring for 1-2 minutes to confirm the stable repetition of the cyclical pattern, the equipment binds this frequency sequence to the current track number (e.g., corresponding to tracks 1 and 2 respectively) and stores it in a local database. The storage format is, for example, "Track 1: Upward section: 1700Hz; Track 2: Downward section: 2300Hz". In this way, even when train operation causes dynamic changes in the track circuit frequency, the equipment can determine the real-time status and specific section of the track by identifying which stage of the sequence it is currently in; at the same time, it does not need to move to a non-detection line for detection, improving operational safety.

[0032] In one embodiment, distinguishing between up and down tracks based on the detection results includes: Determine the angle between the trajectory and the current positive direction, and select the corresponding positive direction; The current frequency range is determined based on the test results; The direction of travel on the current track is determined by the combination of the current frequency range and the selected positive direction, thus determining whether the track is going up or down.

[0033] In this embodiment, distinguishing between up and down traffic is a key requirement in railway operations. The device's built-in electronic compass or gyroscope can sense the track's direction, such as whether it runs north-south or east-west. Railway systems typically define a certain direction (e.g., "Beijing direction" or "direction away from the main line") as up, and the opposite as down. The device first uses the compass to measure the angle between the track direction and a preset positive direction (e.g., true north; before selection, both north-south and east-west directions are usually considered positive directions, and the direction with the smaller angle is selected as the positive direction based on the detection results). If the angle is less than 90 degrees, the track's extension direction is considered to be basically consistent with the positive direction. Based on this, the device detects the current frequency of the current track. Assuming the detected frequency is 1700Hz, the device queries its locally stored correspondence and finds that 1700Hz belongs to the frequency range of "upward segment A". Combining these two pieces of information, the device can determine that the current track is an up line and located within upward segment A. If the detected frequency is 2300Hz, and 2300Hz falls within the frequency range of "downlink segment C", then it is determined to be a downlink line. This dual judgment mechanism, which combines physical direction and electrical characteristic frequency, can effectively avoid the problem of misjudging the uplink and downlink directions by relying solely on frequency in the double-line segment (where the two lines are parallel and their frequencies may be confused).

[0034] In one embodiment, the step of locating the work point includes: Determine the current frequency of the current track, calculate the difference between this current frequency and the current frequency stored in the corresponding track, and determine the number of track segments based on the difference. The current value of the current track is detected, the track distance of the detection position is calculated based on the detected current value, and the current working position is determined by the track distance.

[0035] In this embodiment, railway lines are typically divided into multiple block sections or track segments, each with a specific frequency or frequency offset value. The device detects the real-time current frequency of the current track and compares it with a locally stored reference frequency. Assuming the reference frequency is 1700Hz and the real-time detected frequency is 1710Hz, the frequency difference is +10Hz. Based on a pre-set frequency difference and segment mapping table (e.g., +10Hz corresponds to the third segment), the device can determine that it is currently located in the third segment. Simultaneously, the device reads the current intensity (RMS value) of the track circuit signal through a high-precision analog-to-digital converter. According to the attenuation characteristics of the track circuit signal during transmission in the rails (path loss model), the signal strength is inversely proportional to the distance from the signal injection point (e.g., the power supply end). By substituting the measured signal strength value into a preset attenuation formula, the device can calculate the distance from the current location to the power supply end, for example, "235 meters from the power supply end". Combining the segment information and distance information yields the precise operating location of "third segment, 235 meters from the power supply end". This has important guiding significance for maintenance work that requires precise location of hidden faults such as rail breaks, poor contact, or damaged insulation joints.

[0036] In one embodiment of the present invention, a railway operation guidance device is also provided, including a memory and a processor. The memory stores a computer program, and when the computer program is executed by the processor, the processor performs the steps of the railway operation guidance method according to any embodiment of the present invention.

[0037] The present invention does not specifically limit the form of the work guidance device; for the explanation of the method steps, please refer to the corresponding content of the foregoing embodiments, and will not be repeated here.

[0038] In one embodiment of the present invention, a railway operation guidance system is also provided, the railway operation guidance system including a backend and a railway operation guidance device as described in any embodiment of the present invention; The backend communicates wirelessly with the railway operation guidance device to receive and process information uploaded by the railway operation guidance device and generate corresponding responses.

[0039] In this embodiment, the backend can be implemented as a computer device, which includes a processor, memory, network interface, input device, and display screen connected via a system bus. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and may also store a computer program. When the processor executes the computer program, it enables the processor to implement the railway operation guidance method provided in this embodiment of the invention. The internal memory may also store a computer program, which, when executed by the processor, enables the processor to execute the railway operation guidance method provided in this embodiment of the invention. The display screen of the computer device can be a liquid crystal display or an e-ink display. The input device of the computer device can be a touch layer covering the display screen, or buttons, a trackball, or a touchpad mounted on the computer device casing, or an external keyboard, touchpad, or mouse, etc.

[0040] In this embodiment, a wireless network is used to connect the backend and the work guidance device; of course, depending on the requirements, the system may also include an inspection vehicle, which is an optional specific implementation method, and the present invention does not specifically limit it.

[0041] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0042] The embodiments described above are merely examples of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A railway operation guidance method, applied to operation guidance equipment, characterized in that, The railway operation guidance methods include: The allocation and management of work equipment are carried out based on the received backend instructions and the acquired personnel information; Upon entering the orbital area, wireless positioning is performed to determine the current location range; Within the determined current location range, current is detected on several tracks, and the tracks are distinguished and accurately located based on the detection results. It communicates with the backend to obtain and store the correspondence between the track and the current frequency based on the track differentiation results; After arriving at the work site, the track is inspected again. Based on the inspection results, the track is distinguished as up or down and the work site is located.

2. The railway operation guidance method according to claim 1, characterized in that, The process of allocating and managing work equipment based on received background instructions and acquired personnel information includes: Upon receiving a standby command from the background, it enters standby mode; In standby mode, personnel information is acquired and bound to the device; Request a list of operating equipment corresponding to the bound personnel information; Read the identification of the work equipment, instruct the work equipment to be picked up and recorded according to the work equipment list.

3. The railway operation guidance method according to claim 1, characterized in that, The step of performing wireless positioning to determine the current location range includes: Acquire satellite positioning signals and determine the first location range based on the satellite positioning signals; The location signal of the mobile inspection vehicle is obtained, and the current location range of the device is obtained by determining the second location range within the first location range based on the location signal of the wireless inspection vehicle.

4. The railway operation guidance method according to claim 1, characterized in that, The process of performing current detection on several tracks within the determined current location range, distinguishing tracks based on the detection results, and performing precise positioning includes: Starting from the current position, the current is detected sequentially along one direction across the track, the current frequency is identified, and the data is uploaded to the backend. Receive information returned from the backend and determine whether the information contains information about the detected tracks; If so, then track differentiation is performed, the current precise location is determined, and reported; If not, an instruction message will be output instructing personnel to continue the testing.

5. The railway operation guidance method according to claim 4, characterized in that, The process of distinguishing tracks and determining the current precise location includes: Generate a track layout diagram based on the input number of tracks, number the tracks in the track layout diagram, and match the received track information with the corresponding numbered tracks. The track distance to the detection position is calculated based on the detected current value, and the current precise position is determined by the track distance.

6. The railway operation guidance method according to claim 1, characterized in that, The step of obtaining and storing the correspondence between the track and the current frequency based on the track differentiation results includes: Send the current information and number of the current track to the backend; After receiving the start-up information from the background, the current track is detected and the current frequency is recorded; Repeat the detection and recording until the current frequency stabilizes and repeats for several cycles; The stable, repetitive current frequencies are matched and stored according to their order within the period with the corresponding track numbers.

7. The railway operation guidance method according to claim 1, characterized in that, The distinction between up and down tracks based on detection results includes: Determine the angle between the trajectory and the current positive direction, and select the corresponding positive direction; The current frequency range is determined based on the test results; The direction of travel on the current track is determined by the combination of the current frequency range and the selected positive direction, thus determining whether the track is going up or down.

8. The railway operation guidance method according to claim 1, characterized in that, The process of locating the work point includes: Determine the current frequency of the current track, calculate the difference between this current frequency and the current frequency stored in the corresponding track, and determine the number of track segments based on the difference. The current value of the current track is detected, the track distance of the detection position is calculated based on the detected current value, and the current working position is determined by the track distance.

9. A railway operation guidance device, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of the railway operation guidance method according to any one of claims 1 to 8.

10. A railway operation guidance system, characterized in that, The railway operation guidance system includes a backend and the railway operation guidance device as described in claim 9; The backend communicates wirelessly with the railway operation guidance device to receive and process information uploaded by the railway operation guidance device and generate corresponding responses.

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