Movement authority calculation method and apparatus, blocked section determination method and apparatus, and electronic device

Abstract

The present invention is applicable to the technical field of rail transit. Provided are a movement authority calculation method and apparatus, and an electronic device, which can improve the reliability and efficiency of train operation. The method comprises: before a train leaves a station, an on-board ATP receiving and storing, in advance, all pieces of line data of a section that the train is about to travel, and when the train travels to the section and passes a first balise, updating active line data on the basis of the stored line data corresponding to the first balise, so as to calculate the movement authority of the train, without the need for updating the active line data after receiving line data sent by the first balise. Further provided in the present invention are another movement authority calculation method and blocked section determination method.

Description

Driving permit calculation method, block partition determination method, device and electronic equipment Technical Field

[0001] The present invention belongs to the field of rail transit technology, and in particular relates to a driving permission calculation method, a block partition determination method, a device and an electronic device. Background Art

[0002] In recent years, rail transportation has experienced rapid growth, with train speeds steadily increasing, and correspondingly, significantly improving the transport capacity for people and goods. These remarkable advances are inseparable from increasingly reliable and efficient railway communication and signaling systems. These devices are generally divided into ground equipment and ground equipment. Ground equipment transmits line data to the railway, which typically includes information such as track sections, signals, slopes, and speed limits. The ATP product uses this line data to calculate train driving permits and implement speed limit protection.

[0003] There are many problems with the existing driving permit calculation method, including:

[0004] 1. The line data sent by existing ground equipment are all described based on the position of the transponder, which makes it very inconvenient to query and use the corresponding line data.

[0005] 2. Existing section line data is generally triggered based on the balise. In this way, the line data in use will be updated only when the designated balise is crossed. The line data only describes the section connected by the balise. Too short line data affects the calculation results of the train's driving permit, thereby affecting the train's driving speed.

[0006] 3. Currently, the train's current block section is generally determined based on the train's estimated position (such as satellite positioning). When there are speed and distance measurement errors and track code cross-coding, it may lead to incorrect train position estimation, which in turn leads to incorrect calculation of driving permits, greatly increasing the safety risk of train operation.

[0007] Summary of the Invention

[0008] The present invention provides a driving permission calculation method, a block partition determination method, a device and an electronic device, which can improve the reliability and efficiency of train operation.

[0009] In view of the above problems, the present invention adopts the following technical solutions:

[0010] In a first aspect, a method for calculating a train driving permit is provided, comprising:

[0011] When the train is powered on within the section, an ATP coordinate system is established. In the ATP coordinate system, the coordinate value of the train's position when it is powered on is greater than or equal to the entire length of the line where the train is located;

[0012] When a train passes over a balise, it receives and records the line data sent by the balise;

[0013] Mapping route data to the ATP coordinate system;

[0014] The mapped line data and track code are used to calculate the train's driving permit.

[0015] Based on the train driving permit calculation method provided in the first aspect, when the train is powered on within the section, a train-specific ATP coordinate system can be established. In the ATP coordinate system, the position when the train is powered on is used as the starting position, and the coordinate value of the starting position is set to be greater than or equal to the total length of the line where the train is located. In this way, when the train passes a transponder, it can receive the line data corresponding to the transponder, and map the received line data to the dedicated ATP coordinate system to calculate the driving permit. This can avoid the existing complex train operation route map, in which all line data elements are described based on kilometer marks. Due to the existence of curves and slopes on the line, the actual kilometer marks passed by the train on the same section of the line will be of different lengths, and the train coordinates will not be negative, thereby simplifying the train driving permit calculation process, improving the efficiency and accuracy of calculating train driving permits, and thus improving the reliability and efficiency of train operation.

[0016] Secondly, another method for calculating a train driving permit is provided, including:

[0017] Before the train leaves the station, it receives and stores all the line data of the section where the train is about to travel;

[0018] When the train runs to the section and passes the first balise, the in-use line data is updated according to the stored line data;

[0019] Calculate the train's driving permit based on the updated in-use line data.

[0020] Optionally, when the train runs into the section and passes over the first balise, the in-use line data is updated according to the stored line data, including:

[0021] When the train passes the first balise, the line data corresponding to the first balise is read to update the line data in use.

[0022] Furthermore, when the train passes over the first balise, line data corresponding to the first balise is read to update the in-use line data, including:

[0023] When the train passes the first balise, a line data packet from the first balise is received. The line data packet only includes a frame header of the line data packet and does not include line data corresponding to the first balise. The frame header includes the number of the first balise.

[0024] According to the number of the first transponder, the line data corresponding to the first transponder is read to update the in-use line data.

[0025] Optionally, after reading the line data corresponding to the first balise when the train passes over the first balise to update the line data in use, the method further includes:

[0026] If the driving permission length calculated based on the track code is greater than the line length corresponding to the line data in use, the line data corresponding to the second transponder is continuously read to update the line data in use;

[0027] The second balise is one or more consecutive balises located downstream of the first balise along the running direction of the train.

[0028] Furthermore, the line data corresponding to the first transponder includes transponder link information, which is used to determine the second transponder and the line length corresponding to the in-use line data.

[0029] Still further, the transponder link information includes a distance increment to the next transponder and a number of the next transponder of the first transponder, and a distance increment to the next transponder and a number of the next transponder of each second transponder;

[0030] The line length corresponding to the in-use line data is the sum of the distance increments of the first transponder and the next transponder of the second transponder.

[0031] Based on the train driving permit calculation method provided in the second aspect, the on-board ATP can receive and store all line data of the section that the train is about to travel in advance before the train leaves the station, and when the train runs to the section and passes the first balise, the in-use line data can be updated according to the line data corresponding to the stored first balise to calculate the train's driving permit. There is no need to update the in-use line data after receiving the line data sent by the first balise, which can greatly reduce the amount of data and transmission delay that need to be transmitted between the on-board ATP and the first balise, so as to reserve more time for the on-board ATP to calculate the driving permit. For example, more line data can be read (such as reading the line data of one or more balises downstream of the first balise along the direction of train operation) to participate in the driving permit calculation, so as to obtain the train operation scheduling strategy at a longer distance, such as setting a higher operating speed limit, a longer driving permit length, a farther driving permit end point, etc., which can improve the flexibility and operating space of train operation scheduling, thereby improving the reliability and efficiency of train operation.

[0032] According to a third aspect, a method for determining an occlusion zone is provided, comprising:

[0033] The block sections involved in the train's in-use line data are numbered, and the in-use line data is used to calculate the train's driving permit;

[0034] Determine the block section where the train is currently located;

[0035] A change in the carrier frequency of the track circuit is detected;

[0036] Determine that the train has entered the next block section of the current block section, and the carrier frequencies of the two adjacent block sections are different.

[0037] Based on the block section determination method provided by the third aspect, the block sections involved in the train's in-use line data can be numbered first and the block section the train is currently in can be determined (such as determining the number of the block section it is currently in). When a change in the carrier frequency of the track circuit is detected, it can be determined that the train has entered the next block section of the current block section. This can help obtain more accurate driving permit calculation results in the process of calculating the driving permit for the train, such as more accurate driving permit length, end point and speed limit, thereby improving the reliability and efficiency of train operation.

[0038] In a fourth aspect, a train driving permit calculation device is provided, comprising:

[0039] A processing module is used to establish an ATP coordinate system when the train is powered on within the section, in which the coordinate value of the position of the train when it is powered on is greater than or equal to the entire length of the line where the train is located;

[0040] A transceiver module is used to receive and record line data sent by the balise when the train passes over the balise;

[0041] The processing module is also used to map the route data to the ATP coordinate system;

[0042] The processing module is further used to calculate the train's driving permission based on the mapped line data and track code.

[0043] In a fifth aspect, a train driving permit calculation device is provided, comprising:

[0044] The transceiver module is used to receive and store all the line data of the section where the train will travel before the train leaves the station;

[0045] a processing module, configured to update the in-use line data according to the stored line data when the train runs into the section and passes the first balise;

[0046] The processing module is further used to calculate the train's driving permission based on the updated in-use line data.

[0047] Optionally, the processing module is further configured to read the line data corresponding to the first balise when the train passes over the first balise, so as to update the line data in use.

[0048] Furthermore, the transceiver module is further configured to receive a line data packet from the first balise when the train passes over the first balise, the line data packet including only a frame header of the line data packet and not including line data corresponding to the first balise, the frame header including a number of the first balise;

[0049] The processing module is further configured to read the line data corresponding to the first transponder according to the number of the first transponder, so as to update the in-use line data.

[0050] Optionally, the processing module is further configured to, after reading the route data corresponding to the first balise to update the in-use route data when the train passes over the first balise, continue to read the route data corresponding to the second balise to update the in-use route data if the permitted driving length calculated based on the track code is greater than the route length corresponding to the in-use route data;

[0051] The second balise is one or more consecutive balises located downstream of the first balise along the running direction of the train.

[0052] Furthermore, the line data corresponding to the first transponder includes transponder link information, which is used to determine the second transponder and the line length corresponding to the in-use line data.

[0053] Still further, the transponder link information includes a distance increment to the next transponder and a number of the next transponder of the first transponder, and a distance increment to the next transponder and a number of the next transponder of each second transponder;

[0054] The line length corresponding to the in-use line data is the sum of the distance increments of the first transponder and the next transponder of the second transponder.

[0055] In a sixth aspect, a device for determining a blocked area is provided, comprising:

[0056] a determination module for numbering the block sections involved in the train's in-use line data, the in-use line data being used to calculate the train's driving permit;

[0057] The determination module is also used to determine the block section where the train is currently located;

[0058] A detection module, used to detect changes in the carrier frequency of the track circuit;

[0059] The determination module is also used to determine that the train has entered the next block section of the current block section, and the carrier frequencies of the two adjacent block sections are different.

[0060] In a seventh aspect, an electronic device is provided, comprising: a processor coupled to a memory;

[0061] The processor is used to read and execute the program or instructions stored in the memory, so that the device executes the method described in any one of the first to third aspects.

[0062] In an eighth aspect, a computer-readable storage medium is provided, storing a program or instruction. When a computer reads and executes the program or instruction, the computer executes the method described in any one of the first to third aspects.

[0063] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0065] FIG1 is a flow chart of a method for calculating a train driving permit according to an embodiment of the present invention;

[0066] FIG2 is a schematic diagram of a scenario of mapping route data to an ATP coordinate system according to an embodiment of the present invention;

[0067] FIG3 is a flow chart of another method for calculating a train driving permit according to an embodiment of the present invention;

[0068] FIG4 is a schematic diagram of a scenario of receiving and triggering line data according to an embodiment of the present invention;

[0069] FIG5 is a schematic diagram of a scenario in which a driving permit calculation error is caused by speed and distance measurement errors according to an embodiment of the present invention;

[0070] FIG6 is a schematic diagram of a scenario in which a driving permit calculation error is caused by track code crosstalk according to an embodiment of the present invention;

[0071] FIG7 is a schematic flow chart of a method for determining an occlusion zone according to an embodiment of the present invention;

[0072] FIG8 is a schematic structural diagram of a train driving permit calculation device provided by an embodiment of the present invention;

[0073] FIG9 is a schematic structural diagram of a device for determining a block zone according to an embodiment of the present invention;

[0074] FIG10 is a schematic structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0075] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0076] Rail transit products can include both ground-based and onboard equipment. Ground-based equipment transmits line data to onboard equipment. Line data elements typically include information such as track section, signal, grade, and speed limit. These line elements are generally described based on the location of a reference transponder, as shown in Tables 1-3. Table 1 shows the line data packet header, Table 2 shows the line grade packet, and Table 3 shows the transponder link packet. Onboard ATP performs driving protection based on the received line data.

[0077] Table 1

[0078] Table 2

[0079] Table 3

[0080] First, the following describes in detail two train driving permit calculation methods and a block partition determination method provided by the embodiments of the present invention with reference to FIG. 1 to FIG. 7 .

[0081] FIG1 is a flow chart of a method for calculating a train driving permit according to an embodiment of the present invention. As shown in FIG1 , the method includes:

[0082] S101, when the train is powered on within the section, the ATP coordinate system is established.

[0083] Among them, the section refers to the train line between two adjacent stations. When the train is powered on on the train line between the two stations, the ATP coordinate system corresponding to the train can be established.

[0084] The ATP coordinate system is typically a single-axis coordinate system with the train's position at power-up as the origin. In the ATP coordinate system, the coordinate value of the train's position at power-up (i.e., the origin) is greater than or equal to the total length of the line the train is on. For example, if the total length of the line (from the origin to the destination) is 2,580 kilometers, the coordinate value of the train's position at power-up (i.e., the origin) can be greater than or equal to 2,580, such as 3,000 kilometers, 5,000 kilometers, or 100,000 kilometers.

[0085] For the train operation route map, all line data are described based on kilometer markers. Due to the presence of curves, slopes and other scenes on the train line, the actual kilometer markers passed by the train in the same section may vary in length. In order to facilitate the search and use of line information, the embodiment of the present invention establishes the above-mentioned ATP coordinate system, and sets the train power-on position to a value greater than the full length of the line by default, such as 100,000 kilometers. Since the train can travel in both directions, it can travel forward or backward. The power-on position is set to 100,000 kilometers, which avoids the situation of negative coordinate values ​​during the train's travel and simplifies the calculations related to train operation permits.

[0086] S102, when the train passes the balise, the line data sent by the balise is received and recorded.

[0087] S103: Map the route data to the ATP coordinate system.

[0088] The line data is mapped to the ATP coordinate system to eliminate the effects of curves, slopes, etc., so as to reflect the actual length of the train line, that is, the length of the track actually passed by the train when running through the line.

[0089] S104: Calculate the train's driving permission based on the mapped line data and track code.

[0090] When a train passes a balise, the onboard ATP can receive and store the line data sent by the balise, map it to the ATP coordinate system, and calculate the train's driving permit based on the mapped line data and the ATP coordinate system.

[0091] The following example illustrates this using Figure 2. As shown in Figure 2, if the coordinate value of the power-on position in the figure is 100,000 km, the slope information D_GRADIENT contained in the line data sent by the first balise to the right of the power-on position is 30 meters, and the increment to the next slope change point is 1000 meters, then, mapped to the ATP coordinate system, there is a slope in the line data. The starting position of this slope is the position of the first balise plus 30 meters, that is, 100002 km + 30m, and the length is 1000 meters. The position of the first balise (100002 km) is calculated using the train positioning function.

[0092] Based on the train driving permit calculation method shown in Figure 1, when the train is powered on within the section, a train-specific ATP coordinate system can be established. In this ATP coordinate system, the position when the train is powered on is used as the starting position, and the coordinate value of the starting position is set to be greater than or equal to the total length of the line where the train is located. In this way, when the train passes a certain transponder, it can receive the line data corresponding to the transponder, and map the received line data to the dedicated ATP coordinate system to calculate the driving permit. This can avoid the existing complex train operation route map. All line data elements are described based on kilometer marks. Due to the existence of curves and slopes on the line, the actual kilometer marks passed by the train on the same section of the line will be of different lengths, and the train coordinates will not be negative, thereby simplifying the train driving permit calculation process, improving the efficiency and accuracy of calculating train driving permits, and thus improving the reliability and efficiency of train operation.

[0093] When a train runs in a section, it will update the line data when passing a balise. The onboard ATP calculates the driving permit based on the received line data and track code and other information. The traditional line data update method is limited by the length of the line data described by a single balise. Due to the high speed of the train and the large number of line elements in some scenarios, a single balise cannot send all the line data to the onboard ATP. The length of the balise line data description is generally from the position of the current balise to the position of the next balise, such as the line data description based on balise a to balise b in Figure 4-B. The current solution is to deploy a balise at a certain distance, and then update the line data based on the newly received balise. The condition for the onboard ATP to calculate the driving permit is the existence of line data. If the line data is insufficient, the train driving permit is calculated to be shorter, affecting the driving speed and thus the train's operating efficiency.

[0094] To solve this problem, an embodiment of the present invention proposes the following solution: the section line data is sent to the on-board ATP in advance at the station, and the train triggers (or loads or reads) the part of the stored section line data corresponding to the transponder based on the transponder passed over, and then extends the in-use line data based on the triggered transponder link information, and then uses the extended line data to cover the length of the driving permit.

[0095] FIG3 is a flow chart of another method for calculating a driving permit according to an embodiment of the present invention. As shown in FIG3 , the method includes:

[0096] S301, before the train leaves the station, receives and stores all line data of the section where the train is about to travel.

[0097] S302, when the train runs to the section and passes the first balise, the line data in use is updated according to the stored line data.

[0098] Optionally, in step S302, when the train runs into the section and passes over the first balise, the in-use line data is updated according to the stored line data, including:

[0099] When the train passes the first balise, the line data corresponding to the first balise is read to update the line data in use.

[0100] Furthermore, when the train passes over the first balise, line data corresponding to the first balise is read to update the in-use line data, including:

[0101] When the train passes the first balise, it receives a line data packet from the first balise. The line data packet only includes the frame header of the line data packet (as shown in Table 1) and does not include the line data corresponding to the first balise (as shown in Table 2 and Table 3). The frame header includes the number of the first balise (such as NID_BG in Table 1).

[0102] According to the number of the first transponder, the line data corresponding to the first transponder is read to update the in-use line data.

[0103] Optionally, after reading the line data corresponding to the first balise when the train passes over the first balise to update the line data in use, the method further includes:

[0104] If the driving permission length calculated based on the track code is greater than the line length corresponding to the line data in use, the line data corresponding to the second transponder is continuously read to update the line data in use;

[0105] The second balise is one or more consecutive balises located downstream of the first balise along the running direction of the train.

[0106] Furthermore, the line data corresponding to the first transponder includes transponder link information, which is used to determine the second transponder and the line length corresponding to the in-use line data.

[0107] Still further, the transponder link information includes a distance increment to the next transponder and a number of the next transponder of the first transponder, and a distance increment to the next transponder and a number of the next transponder of each second transponder;

[0108] The line length corresponding to the in-use line data is the sum of the distance increments of the first transponder and the next transponder of the second transponder.

[0109] S303: Calculate the train's driving permission based on the updated in-use line data.

[0110] The following describes the example with reference to FIG4 .

[0111] Specifically, for ground equipment, when a train departs from a station, it already knows all the line data for the section it will travel. Before the train leaves the station, the ground equipment can send all the line data for the section it will travel to the onboard ATP via Ethernet or other communication methods, as shown in Figure 4-A. The section transponder no longer stores the line data, but only stores an empty transponder message header, as shown in Table 1, which serves as the key to trigger the line data. The onboard equipment stores the received section line data in non-volatile memory, which is used to restore the line data when the section is restarted.

[0112] When a train enters a section and passes a balise, such as the first balise, the onboard ATP can map the line data corresponding to the first balise from its memory to the ATP coordinate system. If the travel permit calculated based on the track code exceeds the length of the active line data, the line data for the next balise, such as the second balise, in the section line data stored in the onboard ATP is also mapped to the ATP coordinate system based on the link information of the first balise, as shown in Table 3. The correspondence between track codes and travel permit lengths is shown in Table 4. A travel permit indicates the number of block sections between the train's final destination and its current location.

[0113] Table 4

[0114] Specifically, as shown in Figure 4-B, the first transponder can be transponder a, and the second transponder can be transponder b. When the train is powered on and restarted in the section, when the locomotive passes transponder a, the onboard ATP first maps the line data described by transponder a to the ATP coordinate system, i.e., the position of transponder b, i.e., the original EOA position in Figure 4-B. Assuming the track code currently received by the train is L, the length of the clearance should be the end of the third block ahead (as shown in Table 4), which exceeds the length of the line data described by transponder a. Therefore, if the line data is not updated, the clearance can only be issued to the original EOA position. Using the method shown in Figure 3, the line data based on the next transponder b can be read based on the transponder link information packet in the active line data, thereby updating the line data to the updated EOA position in Figure 4-B. The clearance length calculated by the onboard ATP is extended, increasing the train's operating speed limit and speeding up the train. The active line data refers to the line data that has been mapped to the ATP coordinate system.

[0115] It should be noted that the second transponder refers to the frontmost one or multiple consecutive transponders among all transponders downstream of the first transponder along the direction of train operation. That is to say, there can be only one second transponder, such as transponder b in Figure 4-B, or there can be multiple consecutive transponders, which is not limited in the embodiment of the present invention.

[0116] The length L of the movement authority can be obtained by querying Table 4 based on the received track code. Then, according to Table 3, the distance increment (D_LINK) from the first transponder (such as transponder a) to the next linked transponder can be obtained. If D_LINK ≥ L, then only 1 second transponder (such as transponder b) is required to cover the length of the movement authority; if D_LINK < L, then there are multiple second transponders, and it is necessary to continue reading the track data of the next transponder (such as transponder c) of transponder b until the sum of D_LINK of the first N transponders downstream of the first transponder is greater than or equal to L for the first time, that is, it satisfies where N is the number of second transponders, i is the number of the first N - 1 transponders downstream of the first transponder (all belonging to the second transponders), n is the number of the second transponder, the smaller the values of i and n, the closer to the first transponder, and N, i, and n are all positive integers.

[0117] As shown in Table 3, the number of any transponder can be obtained from the transponder link information of the previous adjacent transponder. For example, taking the first transponder as transponder a and the number of second transponders as 4, namely transponder b - transponder e in sequence, the number of transponder b can be obtained from the NID_BG cell in the transponder link information of transponder a, the number of transponder c can be obtained from the NID_BG cell in the transponder link information of transponder b, and so on until the numbers of all second transponders are obtained, and the corresponding track data is read according to the obtained numbers of each second transponder.

[0118] Based on the train movement authority calculation method shown in Figure 3, the on - vehicle ATP can receive and store all the track data of the upcoming running section of the train in advance before the train leaves the station. And when the train runs in the section and passes the first transponder, the in - use track data can be updated according to the track data corresponding to the stored first transponder, and then the movement authority of the train can be calculated. There is no need to update the in - use track data after receiving the track data sent by the first transponder, which can greatly reduce the amount of data to be transmitted and the transmission delay between the on - vehicle ATP and the first transponder, so as to reserve more time for the on - vehicle ATP to calculate the movement authority. For example, more track data can be read (such as reading the track data of one or more transponders downstream of the first transponder along the running direction of the train) to participate in the calculation of the movement authority, so as to obtain the operation scheduling strategy of the train at a farther distance. For example, a higher running speed limit, a longer movement authority length, a farther movement authority end point, etc. can be set, which can improve the flexibility and operation space of train operation scheduling, and thus improve the reliability and efficiency of train operation.

[0119] Currently, the onboard ATP calculates the permitted position based on the block section the train is currently in. For example, if the current track code is L (see Table 4), the permitted position is the end of the third block section ahead. The typical method for determining the train's block section position is to compare the estimated position of the locomotive with the position of the block section in the ATP coordinate system. This method can lead to incorrect permitted position calculations in both cases.

[0120] Case 1, as shown in Figure 5, is due to the accuracy of the speed transmission equipment, there will always be errors in the train's travel distance, which will lead to incorrect judgments near the block section boundary point. Since the LU code has been received (see Table 4, the driving permission is the end point of the second block section ahead), the speed and distance measurement errors cause the on-board ATP to believe that the train is still in the original block section (the block section before the block section where the train is actually located). As a result, when calculating the block section ahead based on the track code, it is calculated according to the block section where the train was originally located, and then the driving permission position is calculated incorrectly. For example, the driving permission end point calculated based on speed and distance measurement (the position shown by the dotted line in Figure 5) differs by one block section from the position where the train actually needs to run (the position shown by the solid line in Figure 5).

[0121] In case 2, in a real track circuit scenario, due to the accuracy of the insulation joint, code scrambling may occur at the block section boundary. In this case, the POD position calculated based on the block section where the locomotive's estimated position is located is inconsistent with the actual POD position, thus affecting the safe operation of the train. As shown in Figure 6, the train should have received an L code (see Table 4, the POD is the end point of the third block section ahead), but actually received an LU code (see Table 4, the POD is the end point of the second block section ahead). The POD end point calculated based on the incorrect LU code (the position indicated by the dashed line in Figure 6) differs by one block section from the actual POD end point calculated based on the correct L code (the position indicated by the solid line in Figure 6).

[0122] To solve these two problems, an embodiment of the present invention provides a method for determining an occlusion zone, as shown in FIG7 . The method includes:

[0123] S701: Number the block sections involved in the train's in-use line data.

[0124] Among them, the line data in use is used to calculate the train's driving permit, and the carrier frequencies of two adjacent block sections are different.

[0125] In actual systems, to reduce the interference of co-frequency signals between adjacent block sections, different carrier frequencies are usually set for adjacent block sections. As shown in Figures 5 and 6 above, two carrier frequencies (2300 Hz and 1700 Hz) are alternately set to adjacent block sections.

[0126] S702, determine the block section where the train is currently located.

[0127] Specifically, the current block section where the train is located can be comprehensively determined by combining the train operation electronic map and / or satellite positioning and / or ground positioning equipment. For details, please refer to the existing technology and the embodiments of the present invention will not be repeated.

[0128] S703: It is detected that the carrier frequency of the track circuit changes.

[0129] Specifically, the onboard ATP can determine whether the carrier frequency has changed based on the received track circuit signal.

[0130] S704: Determine whether the train has entered the next block section of the current block section.

[0131] When the signal carrier frequency of the track circuit changes, such as from 1700Hz to 2300Hz, or from 2300Hz to 1700Hz, it can be concluded that the train has entered the next block section of the current block section, that is, the correct block section where the train is currently located is identified.

[0132] It should be noted that the method for determining the block partition shown in FIG. 7 can be used in combination with existing technologies, such as comprehensively determining the block partition by combining the line data sent by the transponder and the positioning result, and the embodiment of the present invention is not limited thereto.

[0133] Based on the block section determination method shown in Figure 7, the block sections involved in the train's in-use line data can be numbered first and the block section the train is currently in can be determined (such as determining the number of the current block section). When a change in the carrier frequency of the track circuit is detected, it can be determined that the train has entered the next block section of the current block section. This can help obtain more accurate driving permit calculation results in the process of calculating the train's driving permit, such as more accurate driving permit length, end point and speed limit, thereby improving the reliability and efficiency of train operation.

[0134] It should be noted that the train driving permission calculation method shown in Figure 1, the train driving permission calculation method shown in Figure 3 and the block section determination method shown in Figure 7 can be implemented separately or in combination, and the embodiments of the present invention are not limited thereto.

[0135] For example, in the train driving permit calculation method shown in Figure 3, the triggered line data can be mapped to the ATP coordinate system established in the train driving permit method shown in Figure 1 for implementation, so as to reduce the calculation workload of the train driving permit, thereby further improving the calculation efficiency of the driving permit.

[0136] For another example, the block section determination method shown in FIG7 can also be combined with the train driving permission method shown in FIG1 or FIG3, so as to obtain a more accurate block section determination result during the train driving permission calculation process, thereby estimating a more accurate driving permission end point (the driving permission end point is usually expressed as the end point of the block section), thereby further improving the accuracy of the driving permission calculation.

[0137] The method provided by the embodiment of the present invention is described in detail above with reference to FIG. 1 to FIG. 7 . The apparatus and electronic device provided by the embodiment of the present invention are described below with reference to FIG. 8 to FIG. 10 .

[0138] 8 is a schematic diagram of the structure of a train driving permission calculation device provided by an embodiment of the present invention. As shown in FIG8 , the train driving permission calculation device 800 includes: a processing module 801 and a transceiver module 802 .

[0139] In some embodiments, the train driving permit calculation device 800 can be used to execute the train driving permit method shown in FIG1 , wherein:

[0140] Processing module 801 is used to establish an ATP coordinate system when the train is powered on within the section. In the ATP coordinate system, the coordinate value of the train's position when it is powered on is greater than or equal to the entire length of the line where the train is located;

[0141] The transceiver module 802 is used to receive and record the line data sent by the balise when the train passes the balise;

[0142] The processing module 801 is also used to map the route data to the ATP coordinate system;

[0143] The processing module 801 is further configured to calculate the train's driving permission based on the mapped line data and track code.

[0144] In some other embodiments, the train driving permission calculation device 800 can also be used to execute the train driving permission method shown in FIG3 , wherein:

[0145] The transceiver module 802 is used to receive and store all line data of the section where the train is about to travel before the train leaves the station;

[0146] Processing module 801 is used for updating the in-use line data according to the stored line data when the train runs into the section and passes the first balise;

[0147] The processing module 801 is further configured to calculate the train's driving permission based on the updated in-use line data.

[0148] Optionally, the processing module 801 is further configured to read the line data corresponding to the first balise when the train passes over the first balise, so as to update the line data in use.

[0149] Furthermore, the transceiver module 802 is further configured to receive a line data packet from the first balise when the train passes over the first balise, wherein the line data packet only includes a frame header of the line data packet and does not include line data corresponding to the first balise, and the frame header includes a number of the first balise;

[0150] The processing module 801 is further configured to read the line data corresponding to the first transponder according to the number of the first transponder, so as to update the in-use line data.

[0151] Optionally, the processing module 801 is further configured to, after reading the route data corresponding to the first balise to update the in-use route data when the train passes over the first balise, continue to read the route data corresponding to the second balise to update the in-use route data if the permitted driving length calculated based on the track code is greater than the route length corresponding to the in-use route data;

[0152] The second balise is one or more consecutive balises located downstream of the first balise along the running direction of the train.

[0153] Furthermore, the line data corresponding to the first transponder includes transponder link information, which is used to determine the second transponder and the line length corresponding to the in-use line data.

[0154] Still further, the transponder link information includes a distance increment to the next transponder and a number of the next transponder of the first transponder, and a distance increment to the next transponder and a number of the next transponder of each second transponder;

[0155] The line length corresponding to the in-use line data is the sum of the distance increments of the first transponder and the next transponder of the second transponder.

[0156] FIG9 is a schematic structural diagram of a block partition determination device provided in an embodiment of the present invention. The block partition determination device 900 may be used to execute the block partition determination method shown in FIG7 .

[0157] As shown in FIG9 , the block zone determination device 900 includes:

[0158] Determination module 901, for numbering the block sections involved in the train's in-use line data, where the in-use line data is used to calculate the train's driving permit;

[0159] The determination module 901 is further used to determine the block section where the train is currently located;

[0160] Detection module 902, used to detect changes in the carrier frequency of the track circuit;

[0161] The determination module 901 is further configured to determine that the train has entered the next block section of the current block section, and the carrier frequencies of the two adjacent block sections are different.

[0162] As shown in FIG10 , an embodiment of the present invention provides an electronic device, the electronic device 1000 including: a processor 1001 , the processor 1001 being coupled to a memory 1002 ;

[0163] The processor 1001 is configured to read and execute a program or instruction stored in the memory 1002 , so that the electronic device 1000 executes a method as shown in any one of FIG. 1 , FIG. 3 , or FIG. 7 .

[0164] Optionally, the electronic device 1000 may further include a transceiver 1003 for the electronic device 1000 to communicate with other devices.

[0165] It should be noted that, for ease of description, Figures 8-10 only illustrate the main components of apparatus 800, apparatus 900, and electronic device 1000. In actual applications, apparatus 800, apparatus 900, and electronic device 1000 may also include components or parts not shown in the figures.

[0166] An embodiment of the present invention further provides a computer-readable storage medium, which stores a program or instruction. When a computer reads and executes the program or instruction, the computer executes any one of the methods described in the above method embodiments.

[0167] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for calculating train driving permit, characterized in that: include: When a train is powered on within a section, an ATP coordinate system is established, in which the coordinate value of the position of the train when powered on is greater than or equal to the entire length of the line where the train is located; When the train passes the balise, receiving and recording the line data sent by the balise; Mapping the route data to the ATP coordinate system; The driving permission of the train is calculated based on the mapped line data and track code.

2. A method for calculating train driving permit, characterized in that: include: Before the train leaves the station, all line data of the section where the train is about to travel are received and stored; The train runs to the section, and when the train passes the first balise, the in-use line data is updated according to the stored line data; The driving permission of the train is calculated based on the updated in-use line data.

3. The method according to claim 2, characterized in that The train runs to the section, and when the train passes the first balise, the in-use line data is updated according to the stored line data, including: When the train passes over a first balise, line data corresponding to the first balise is read to update the in-use line data.

4. The method according to claim 3, characterized in that When the train passes over the first balise, reading the line data corresponding to the first balise to update the in-use line data includes: When the train passes the first balise, a line data packet is received from the first balise, wherein the line data packet only includes the frame header of the line data packet and does not include the first balise. Line data corresponding to a transponder, the frame header including the serial number of the first transponder; According to the number of the first transponder, line data corresponding to the first transponder is read to update the in-use line data.

5. The method according to claim 3 or 4, characterized in that When the train passes over the first balise, after reading the line data corresponding to the first balise to update the in-use line data, the method further includes: If the driving permission length calculated according to the track code is greater than the line length corresponding to the in-use line data, continue to read the line data corresponding to the second transponder to update the in-use line data; The second balise is one or more consecutive balises located downstream of the first balise along the running direction of the train.

6. The method according to claim 5, characterized in that The line data corresponding to the first transponder includes transponder link information, and the transponder link information is used to determine the second transponder and a line length corresponding to the in-use line data.

7. The method according to claim 6, characterized in that The transponder link information includes a distance increment of the next transponder of the first transponder and a number of the next transponder, and a distance increment of the next transponder of each second transponder and a number of the next transponder; The line length corresponding to the in-use line data is the sum of the distance increments of the first transponder and the next transponder of the second transponder.

8. A method for determining an occlusion zone, characterized in that: include: Numbering the block sections involved in the train's in-use line data, wherein the in-use line data is used to calculate the train's driving permission; Determining the block section where the train is currently located; A change in the carrier frequency of the track circuit is detected; It is determined that the train has entered the next block section of the current block section, and the carrier frequencies of the two adjacent block sections are different.

9. A train driving permit calculation device, characterized in that: include: a processing module, configured to establish an ATP coordinate system when a train is powered on within a section, wherein a coordinate value of the position of the train when powered on is greater than or equal to the entire length of the line on which the train is located; a transceiver module, configured to receive and record line data sent by the balise when the train passes over the balise; The processing module is further configured to map the route data to the ATP coordinate system; The processing module is further configured to calculate the driving permission of the train based on the mapped line data and track code.

10. A train driving permit calculation device, characterized in that: include: The transceiver module is used to receive and store all the line data of the section where the train is about to travel before the train leaves the station; a processing module, configured to update the in-use line data according to the stored line data when the train runs into the section and passes over the first balise; The processing module is further configured to calculate the driving permission of the train based on the updated in-use line data.

11. The device according to claim 10, characterized in that The processing module is further configured to read the line data corresponding to the first balise when the train passes over the first balise, so as to update the in-use line data.

12. The device according to claim 11, characterized in that The transceiver module is further configured to receive a line data packet from the first balise when the train passes over the first balise, the line data packet including only a frame header of the line data packet and not including line data corresponding to the first balise, the frame header including a number of the first balise; The processing module is further configured to read the line data corresponding to the first transponder according to the number of the first transponder, so as to update the in-use line data.

13. The device according to claim 11 or 12, characterized in that The processing module is further configured to, after reading the route data corresponding to the first balise when the train passes over the first balise to update the in-use route data, continue to read the route data corresponding to the second balise to update the in-use route data if the permitted driving length calculated based on the track code is greater than the route length corresponding to the in-use route data; The second balise is one or more consecutive balises located downstream of the first balise along the running direction of the train.

14. The device according to claim 13, characterized in that The line data corresponding to the first transponder includes transponder link information, and the transponder link information is used to determine the second transponder and a line length corresponding to the in-use line data.

15. The device according to claim 14, characterized in that The transponder link information includes a distance increment of the next transponder of the first transponder and a number of the next transponder, and a distance increment of the next transponder of each second transponder and a number of the next transponder; The line length corresponding to the in-use line data is the sum of the distance increments of the first transponder and the next transponder of the second transponder.

16. A device for determining a blocked area, characterized in that: include: a determination module, configured to number the block sections involved in the train's in-use line data, wherein the in-use line data is used to calculate the train's driving permission; The determining module is further configured to determine the block section where the train is currently located; A detection module, used to detect changes in the carrier frequency of the track circuit; The determining module is further configured to determine that the train has entered the next block section of the current block section, and the carrier frequencies of the two adjacent block sections are different.

17. An electronic device, characterized in that: include: a processor coupled to the memory; The processor is configured to read and execute the program or instruction stored in the memory, so that the electronic device executes the method according to any one of claims 1 to 8.

18. A computer-readable storage medium, characterized in that A program or instruction is stored, and when a computer reads and executes the program or instruction, the computer is caused to execute the method according to any one of claims 1 to 8.

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