Non-polar-train direction calculation method for TACS, and device and medium

Abstract

The present invention relates to a non-polar-train direction calculation method for a TACS, and a device and a medium. The method comprises: step S1, configuring line information, wherein the line information comprises information of operation directions, tracks, turnouts, beacons and a polarity point on a train operation line; step S2, using a train antenna to detect beacons, acquiring information of the beacons, and on the basis of the information of the beacons, calculating a mileage increase / decrease state of train operation; step S3, on the basis of an odometer of a non-polar train, reading train operation information; and step S4, on the basis of the antenna, the beacons and odometer information, calculating the direction of the non-polar train. Compared with the prior art, the present invention has advantages such as solving the problem in a train autonomous circumambulate system of calculating the direction of a non-polar train without relying on a link relationship of beacons.

Description

Methods, equipment, and media for calculating non-polar train direction in TACS Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to a method, device, and medium for calculating non-polar train direction for TACS. Background Technology

[0002] The Train-to-Train Communication System (TACS) uses a trackside onboard controller to allocate resources. Trains request resources, calculate movement authorization after receiving them, and proactively release resources after use, achieving autonomous train control and refined track resource allocation. Train direction is fundamental for train positioning and resource request in the TACS system. Polar trains can statically obtain their direction based on their track information, and their orientation relative to the operating direction of the track remains constant. However, after passing through light bulb lines, triangular lines, figure-eight lines, or loops that cause trains to lose polarity, their directions on the same track segment become different, causing them to become non-polar trains. In initialization and misalignment scenarios, non-polar trains cannot statically obtain their direction by reading track data configuration.

[0003] A search of Chinese Patent Publication No. CN113548093A reveals a method and system for determining train running direction. The method includes: when the train is located in an initial section of a circular track, obtaining the initial running direction of the train in the initial section based on multiple transponders the train passes; based on the initial running direction, searching for route sections of the train in the circular track starting from the initial section on an electronic map, determining whether any route section has a "light bulb line" attribute, and determining the track direction of the route section based on the determination result; determining the route section where the train is located based on the train's position, and using the track direction of the route section where the train is located as the train's running direction at that position. However, this existing patent requires dividing the track into different sections, and the method calculates the running direction based on the train's location after the train's direction is already known, which cannot solve the problem of calculating the train direction for non-polar trains. Summary of the Invention

[0004] The purpose of this invention is to overcome the defects of the prior art and provide a method, device and medium for calculating non-polar train direction in TACS.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] According to a first aspect of the present invention, a method for calculating the non-polar train direction for TACS is provided, the method comprising:

[0007] Step S1: Configure the line information, which includes the operating direction, track, turnouts, beacons, and pole information of the train running line;

[0008] Step S2: Use the train antenna to detect the beacon, obtain the beacon information, and calculate the increase or decrease of the train's mileage based on the beacon information;

[0009] Step S3: Read train operation information from the non-polar train odometer;

[0010] Step S4: Calculate the direction of the non-polarized train based on the antenna, beacon, and odometer information.

[0011] As a preferred technical solution, step S1 specifically includes:

[0012] Step S11: Configure operational direction;

[0013] Step S12: Configure the track mileage;

[0014] Step S13: Configure turnout and beacon information;

[0015] Step S14: Configure pole information. Based on the operating direction of the line, define the connection points of two tracks with opposite operating directions as poles.

[0016] As a preferred technical solution, in step S11, the up and down direction information of the line operation is configured according to the urban rail design standards, user needs and line characteristics.

[0017] As a preferred technical solution, in step S12, the line is divided into several tracks based on the line engineering measurement data, and mileage information is configured for all tracks.

[0018] As a preferred technical solution, in step S13, the mileage information of the turnout tip and the beacon on the track is configured into the associated track according to the existing track and its mileage information, and an index number is configured for each beacon according to the set rules.

[0019] As a preferred technical solution, in step S14, if the positions with opposite operating directions are not at the connection point of the two tracks, the tracks are re-divided, the track mileage information is configured, and the connection point of the re-divided tracks is configured as the pole.

[0020] As a preferred technical solution, step S2 specifically includes:

[0021] Step S21: Read the first beacon, and based on the beacon information, further obtain the beacon reading time, beacon index number, beacon mileage, and the index number of the beacon's orbit;

[0022] Step S22: Read the second beacon and obtain the time, index number, mileage, and index number of the track on which the beacon is located. The area between the first and second beacons may include multiple turnouts or poles, and the two beacons may not be adjacent.

[0023] Step S23: Calculate the distance between the two beacons;

[0024] Step S24: Based on the mileage difference between the two beacons, calculate whether the train is running in the direction of increasing mileage or decreasing mileage.

[0025] As a preferred technical solution, step S23 specifically includes:

[0026] Based on the configured route data, the mileage of the two beacons is read through their index numbers, and then the distance between the two beacons is calculated.

[0027] As a preferred technical solution, step S3 specifically includes:

[0028] Step S31: Determine the train driver's cab and determine whether the train is running towards driver's cab 1 or driver's cab 2 based on the train interface;

[0029] Step S32: Count the number of gears in the odometer and calculate the number of gears during this period based on the time difference between the train reading the two beacons.

[0030] Step S33: Calculate the running distance. Based on the gear readings, determine the distance the train runs along driver's cab 1 or driver's cab 2.

[0031] As a preferred technical solution, step S4 specifically includes:

[0032] Step S41: Based on the distance between the two beacons and the running distance calculated by the odometer when the train passes the two beacons, the train determines whether the difference between the two distances is within the set error range. If yes, proceed to step S42; otherwise, determine that the beacon is unusable.

[0033] Step S42: If the difference between the two distances is within the set error range, the train will mark the two beacons as usable beacons and use the two beacons to calculate the train direction;

[0034] Step S43: Based on the beacon information detected by the train antenna and the mileage information calculated by the odometer, the train calculates whether it will run along the direction of increasing or decreasing mileage from the driver's cab, thereby determining the unique direction of the train.

[0035] Step S44: Once the train direction has been calculated through the above steps, the train will maintain that direction and change direction when it encounters a pole.

[0036] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0037] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0038] Compared with the prior art, the present invention has the following advantages:

[0039] 1) This invention uses existing line beacons, vehicle antennas and odometers without adding any additional auxiliary equipment to obtain the safe direction of non-polar trains and solves the problem of calculating the direction of non-polar trains.

[0040] 2) This invention considers the complete track, without the need for segmentation or beacon correlation. It can determine the direction of the train in special scenarios such as encountering poles, losing beacons, or passing turnouts, thus expanding the scope of applicable scenarios for the solution.

[0041] 3) This invention can update the safe positioning after determining the train direction, regardless of whether the train positioning is calculated, even when there is no direction, thus improving the flexibility of calculating the positioning of non-polar trains;

[0042] 4) This invention prohibits dispatchers from directly sending train directions and also avoids directly obtaining the running direction from the dispatching task. The calculated non-polar train direction is a safe direction, which improves the safety of the system.

[0043] 5) This invention is applicable to all current line topologies, including but not limited to train direction problems of complex lines such as bulb lines, triangle lines, and loop lines, thus expanding the range of lines to which the solution is applicable. Attached Figure Description

[0044] Figure 1 is a flowchart of the calculation of non-polar train direction according to the present invention;

[0045] Figure 2 is a schematic diagram of the circuit configuration of the present invention;

[0046] Figure 3 is a schematic diagram of the scenario in which the non-polar vehicle train direction is calculated according to the present invention. Detailed Implementation

[0047] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0048] As shown in Figure 1, the method of the present invention includes the following steps:

[0049] Step S1: Configure line information, which is used to configure the operating direction, track, turnouts, beacons and pole information of the line where the train runs;

[0050] Step S2: Detect the antenna beacon. Use the train antenna to detect the beacon step by step and in multiple steps to obtain the beacon information and calculate the increase or decrease of the train's mileage based on the beacon information.

[0051] Step S3: Read mileage information. Read train operation information based on the non-polar train odometer.

[0052] Step S4: Calculate the train direction. Based on the antenna, beacon, and odometer information, calculate the direction of the non-polarized train.

[0053] The specific steps of S1 are as follows:

[0054] Step S11: Configure operating direction. Based on urban rail design standards, user needs, and line characteristics, configure the up and down direction information for line operation;

[0055] Step S12: Configure track mileage. Based on the obtained line engineering measurement data, divide the line into several tracks and configure mileage information for all tracks;

[0056] Step S13: Configure turnout and beacon information. Based on the existing track and its mileage information, the mileage information of the turnout tips and the track where the beacons are located can be configured to the associated tracks, and an index number can be configured for each beacon according to certain rules;

[0057] Step S14: Configure pole information. Based on the operating direction of the line, define the connection points of two tracks with opposite operating directions as poles. If the location with opposite operating directions is not a connection point of two tracks, the tracks need to be re-divided, the track mileage information needs to be configured, and the connection points of the re-divided tracks need to be configured as poles.

[0058] The specific steps of S2 are as follows:

[0059] Step S21: Read the first beacon. When the train's beacon antenna passes by the beacon, it will detect the beacon through electronic sensing. Based on the beacon information, the time of beacon reading, the beacon's index number, the beacon's mileage, and the index number of the track where the beacon is located can be obtained;

[0060] Step S22: Read the second beacon. The method of reading the beacon is similar to that of the first beacon, and the time, index number, mileage, and track index number of the second beacon can be obtained. The area between the first and second beacons can include multiple turnouts and poles, and the two beacons do not have to be adjacent.

[0061] Step S23: Calculate the distance between the two beacons. Based on the configured route data, the mileage of the two beacons can be read through their index numbers, and then the distance between the two beacons can be calculated.

[0062] Step S24: Calculate the train's running mileage direction. Based on the mileage difference between the two beacons, it can be calculated whether the train is running in the direction of increasing mileage or decreasing mileage.

[0063] The specific steps of S3 are as follows:

[0064] Step S31: Determine the train driver's cab. During train operation, the rotation of the wheels will cause the odometer to rotate. Based on the train interface, it can be determined whether the train is moving towards driver's cab 1 or driver's cab 2.

[0065] Step S32: Count the number of gears on the odometer. The rotation of the wheels will cause the odometer gear reading to increase or decrease. Based on the time difference between the train reading two beacons, the train can calculate the number of gears during this time.

[0066] Step S33: Calculate the travel distance. Based on the gear readings, the distance the train travels along driver's cab 1 or driver's cab 2 can be determined.

[0067] The specific steps of S4 are as follows:

[0068] Step S41: Calculate the similarity distance. Combining the distance between the two beacons with the distance traveled by the train as it passes the two beacons, the train compares the difference between these two distances to see if it is within a certain error range.

[0069] Step S42: Determine available beacons. If the difference between two distances is within a certain error range, the train will mark these two beacons as available beacons and use them to calculate the train's direction.

[0070] Step S43: Determine the train's direction. Based on the beacon information detected by the train's antenna and the mileage information calculated by the odometer, the train will calculate whether it is traveling along the direction of increasing or decreasing mileage from the driver's cab, thus determining the train's unique direction.

[0071] Step S44: Maintain train direction. Once the train direction has been calculated through the above steps, maintain that direction and change it when encountering a pole.

[0072] Specific Implementation

[0073] As shown in Figures 2 and 3, the method for calculating the direction of a non-polar train according to the present invention includes the following steps:

[0074] Step 100: Configure Operational Direction. Based on urban rail design standards, user needs, and line characteristics, configure the line's up and down operational direction information.

[0075] Step 101: Configure track mileage. Configure the divided track data in the database. The configuration information for each track can be...<Track id=“5”,beginkp=“100”,endkp=“580” / > and<Track id=“6”,beginkp=“580”,endkp=“980” / > ;

[0076] Step 102: Configure turnout and beacon information. For turnouts on the main line, each turnout is associated with a track at both ends. For turnouts in the depot, one end connects to the track, and the other end connects to the depot. The example scenario in this real-time example does not include turnouts, but the scenario for passing turnouts is similar. The deployment of beacon locations meets certain functional requirements. Higher accuracy requirements within the station necessitate denser deployment, and certain constraints must be met for specific functions. The two beacon data in the figure are configured as follows:<Beacon id=“10”,kp=“126”,refTrack=“5” / > and<Beacon id=“11”,kp=“470”,refTrack=“32” / > ,<Beacon id=“12”,kp=“680”,refTrack=“6” / > .

[0077] Step 103: Configure pole information. Based on the operating direction of the line, define the connection points of two tracks with opposite operating directions as poles. If the location with opposite operating directions is not at the connection point of two tracks, the tracks need to be re-divided, the track mileage information configured, and the connection point of the re-divided tracks configured as poles. In the schematic diagram 2 of the embodiment, the pole is configured at the connection point of Track 2 and Track 3, i.e., at the pole in the diagram.

[0078] Step 104, read beacon A. Referring to Figure 3, when the train's beacon antenna Ant1 passes beacon A on Track 5, it will detect the beacon electronically. Based on the beacon information, the reading time t1, the beacon index number 10, the beacon mileage 126, and the track index number 5 of the beacon can be obtained.

[0079] Step 105: Read beacon B. The method for reading beacons is similar to that for beacon A. If beacon B is missed during reading, the train will not receive information from beacon B.

[0080] Step 106: Read beacon C to obtain the time t2 for reading beacon C, the beacon index number 12, the beacon mileage 680, and the index number 6 of the orbit where the beacon is located;

[0081] Step 107: Calculate the distance between the two beacons. Based on the configured route data, the mileage of the two beacons can be read from their index numbers, and then the distance between the two beacons (564) can be calculated.

[0082] Step 108: Calculate the direction of the train's mileage. Based on the mileage difference of 564 between beacon number 12 and beacon number 10, it can be calculated that the train is traveling in the direction of increasing mileage.

[0083] Step 109: Determine the train driver's cab. During train operation, the rotation of the wheels will cause the odometer to rotate. Based on the train interface, the driver's cab associated with the train's odometer can be obtained. In the current scenario, determine that the train is moving towards driver's cab 1.

[0084] Step 110: Count the number of gear teeth on the odometer. The rotation of the wheels will cause the odometer gear reading to increase or decrease. Based on the time difference between the train reading two beacons, the train can calculate the number of gear teeth during this time.

[0085] Step 111: Calculate the travel distance. Based on the gear readings, multiplied by the distance of each tooth, the distance the train travels along driver's cab 1 is determined to be 564.21.

[0086] Step 112, calculate the similar distance. Combining the distances obtained by the non-polar train from reading beacons A and C, and the distances calculated by the odometer when the non-polar train passes the two beacons, the train will compare whether the difference between these two distances is within a certain error range;

[0087] Step 113: Identify available beacons. If the difference between the two distances is within a certain error range, the train will mark beacons A and C as available beacons and use these two beacons to calculate the train's direction. If the train reads beacon A but misses reading beacons B and C, the train will discard the information already read from beacon A. The process of determining the train's direction will only restart when the beacons are read again.

[0088] Step 114: Calculate the train direction. Based on the beacon information detected by the train antenna and the mileage information calculated by the odometer, the train will calculate the direction of travel along the driver's cab in the direction of increasing mileage, thus determining the only safe direction E2toE1 for a non-polar train.

[0089] Step 115, Maintain Train Direction. Once the non-polar train direction has been calculated through the above steps, maintain that direction and change it when turning back or encountering a pole.

[0090] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0091] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0092] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0093] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0094] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0095] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0096] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0097] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for calculating the non-polarity train direction in TACS, characterized in that, The method includes: Step S1: Configure the line information, which includes the operating direction, track, turnouts, beacons, and pole information of the train running line; Step S2: Use the train antenna to detect the beacon, obtain the beacon information, and calculate the increase or decrease of the train's mileage based on the beacon information; Step S3: Read train operation information from the non-polar train odometer; Step S4: Calculate the direction of the non-polarized train based on the antenna, beacon, and odometer information.

2. The method for calculating non-polar train direction for TACS according to claim 1, characterized in that, Step S1 specifically includes: Step S11: Configure operational direction; Step S12: Configure the track mileage; Step S13: Configure turnout and beacon information; Step S14: Configure pole information. Based on the operating direction of the line, define the connection points of two tracks with opposite operating directions as poles.

3. The method for calculating non-polar train direction for TACS according to claim 2, characterized in that, In step S11, the up and down direction information of the line operation is configured according to the urban rail design standards, user needs and line characteristics.

4. The method for calculating non-polar train direction for TACS according to claim 2, characterized in that, In step S12, the line is divided into several tracks based on the line engineering measurement data, and mileage information is configured for all tracks.

5. The method for calculating non-polar train direction for TACS according to claim 2, characterized in that, In step S13, based on the existing track and its mileage information, the mileage information of the turnout tip and the track where the beacon is located is configured to the associated track, and an index number is configured for each beacon according to the set rules.

6. The method for calculating non-polar train direction for TACS according to claim 2, characterized in that, In step S14, if the position with the opposite operating direction is not at the connection point of the two tracks, the tracks are re-divided, the track mileage information is configured, and the connection point of the re-divided tracks is configured as the pole.

7. The method for calculating non-polar train direction for TACS according to claim 1, characterized in that, Step S2 specifically includes: Step S21: Read the first beacon, and based on the beacon information, further obtain the beacon reading time, beacon index number, beacon mileage, and the index number of the beacon's orbit; Step S22: Read the second beacon and obtain the time, index number, mileage, and index number of the orbit in which the second beacon is located; Step S23: Calculate the distance between the two beacons; Step S24: Based on the mileage difference between the two beacons, calculate whether the train is running in the direction of increasing mileage or decreasing mileage.

8. The method for calculating non-polar train direction for TACS according to claim 7, characterized in that, Step S23 specifically involves: Based on the configured route data, the mileage of the two beacons is read through their index numbers, and then the distance between the two beacons is calculated.

9. The method for calculating non-polar train direction for TACS according to claim 1, characterized in that, Step S3 specifically includes: Step S31: Determine the train driver's cab and determine whether the train is running towards driver's cab 1 or driver's cab 2 based on the train interface; Step S32: Count the number of gears in the odometer and calculate the number of gears during this period based on the time difference between the train reading the two beacons. Step S33: Calculate the running distance. Based on the gear readings, determine the distance the train runs along driver's cab 1 or driver's cab 2.

10. The method for calculating non-polar train direction for TACS according to claim 1, characterized in that, Step S4 specifically includes: Step S41: Based on the distance between the two beacons and the running distance calculated by the odometer when the train passes the two beacons, the train determines whether the difference between the two distances is within the set error range. If yes, proceed to step S42; otherwise, determine that the beacon is unusable. Step S42: If the difference between the two distances is within the set error range, the train will mark the two beacons as usable beacons and use the two beacons to calculate the train direction; Step S43: Based on the beacon information detected by the train antenna and the mileage information calculated by the odometer, the train calculates whether it will run along the direction of increasing or decreasing mileage from the driver's cab, thereby determining the unique direction of the train. Step S44: Once the train direction has been calculated through the above steps, the train will maintain that direction and change direction when it encounters a pole.

11. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 10.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 10.

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