Train protection method and apparatus, and electronic device, storage medium and computer product

Abstract

The present application relates to the technical field of rail transit. Provided are a train protection method and apparatus, and an electronic device, a storage medium and a computer product. The method comprises: after balise data is acquired on the basis of an on-board balise transmission module at an active end of a train, if it is determined that the on-board balise transmission module at the active end has no abnormality, acquiring motion state information of the active end, wherein the active end is one of a head end and a tail end of the train; if it is determined that the motion state information of the active end has an abnormality, acquiring motion state information collected by the opposite end of the active end; and if the motion state information collected by the opposite end has no abnormality, determining train envelope information of the train on the basis of the motion state information collected by the opposite end and the balise data acquired on the basis of the on-board balise transmission module at the active end. In the present application, it is only necessary to transmit collected raw data between the two ends of a train, so as to determine train envelope information for train protection, thereby effectively mitigating the phenomenon of interaction redundancy, and thus reducing the system complexity.

Description

Train protection methods, devices, electronic equipment, storage media and computer products

[0001] Cross-reference of related applications

[0002] This application claims priority to Chinese Patent Application No. 2025102194620, filed on February 26, 2025, entitled "Train Protection Method, Device, Electronic Equipment, Storage Medium and Computer Product", the entirety of which is incorporated herein by reference. Technical Field

[0003] This application belongs to the field of rail transit technology, specifically relating to a train protection method, device, electronic equipment, storage medium, and computer product. Background Technology

[0004] Automatic Train Protection (ATP) is a key technological equipment for ensuring the safety of high-speed train operations and improving transportation efficiency. As the safety core of the automatic train control system, it automatically implements train interval and overspeed protection control, and is responsible for the interlocking relationship between train doors and platform screen doors, effectively avoiding the dangers of human error caused by misoperation and other accidents. With the development of wireless communication technology, computer and network technology, ATP based on communication-based moving block signaling has become the mainstream choice in current urban rail transit. This system improves train positioning accuracy through data transmission between onboard and ground equipment, realizing two-way train-to-ground data transmission, greatly enhancing the system's safety and efficiency.

[0005] In existing ATP (Automatic Train Protection) solutions, both ends of the train use data acquired by their respective onboard transponder modules (BTM), speed sensors, radar, and other equipment to establish positioning and calculate train envelope information. The rear end transmits train envelope information to the front end, while the front end transmits route search information, train status information, and fault handling information to the rear end to support the calculation of train envelope information. Train protection is then implemented based on this information.

[0006] Although the above solutions can meet the needs of train protection to a certain extent, during the execution of the ATP main logic layer, the need to frequently exchange a large amount of data between the head and tail of the train (such as route search information, train status information, and fault handling information) leads to serious interactive redundancy, which in turn increases the system complexity. Summary of the Invention

[0007] This application aims to address at least one of the technical problems existing in the related art. To this end, this application proposes a train protection method, device, electronic equipment, storage medium, and computer product to solve the problem of serious redundancy in current train protection schemes and reduce system complexity.

[0008] The train protection method according to the first aspect of this application includes:

[0009] After acquiring transponder data based on the onboard transponder transmission module of the train activation end, if it is determined that there is no abnormality in the onboard transponder transmission module of the activation end, the motion status information of the activation end is acquired; the activation end is one of the two ends of the train.

[0010] If it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the other end of the activated end is obtained;

[0011] If there are no abnormalities in the motion state information collected by the other end, the train envelope information of the train is determined based on the motion state information collected by the other end and the transponder data obtained by the on-board transponder transmission module of the activated end.

[0012] According to one embodiment of this application, determining the train envelope information of the train based on the motion state information collected by the peer end and the transponder data obtained by the on-board transponder transmission module of the activated end includes:

[0013] The motion state information collected by the other end is reversed to obtain the target motion state information;

[0014] Based on the target motion state information and the transponder data obtained by the vehicle transponder transmission module of the activated terminal, the position information of the train is determined;

[0015] The train envelope information of the train is determined based on the location information.

[0016] According to one embodiment of this application, after the on-board transponder transmission module based on the train activation terminal acquires transponder data, the method further includes:

[0017] If a communication interruption is detected between the vehicle transponder transmission module of the activation end, an anomaly is detected in the transponder data obtained based on the vehicle transponder transmission module of the activation end, or a fault information reported by the vehicle transponder transmission module of the activation end is detected, it is determined that the vehicle transponder transmission module of the activation end is abnormal.

[0018] If it is detected that the communication between the vehicle transponder transmission module of the activation end is uninterrupted, the transponder data obtained based on the vehicle transponder transmission module of the activation end is not abnormal, and no fault information reported by the vehicle transponder transmission module of the activation end is detected, it is determined that the vehicle transponder transmission module of the activation end is not abnormal.

[0019] According to one embodiment of this application, after determining that the vehicle transponder transmission module of the activated terminal is malfunctioning, the method further includes:

[0020] After confirming that there is no abnormality in the vehicle transponder transmission module of the other end of the activated end, the transponder data collected by the other end of the activated end based on the vehicle transponder transmission module is obtained.

[0021] Obtain the motion state information of the activated end;

[0022] If it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the other end of the activated end is obtained;

[0023] If there are no abnormalities in the motion state information collected by the other end, the train envelope information of the train is determined based on the motion state information collected by the other end and the transponder data collected by the other end based on the on-board transponder transmission module.

[0024] According to one embodiment of this application, after obtaining the motion state information of the activated end, the method further includes:

[0025] If it is determined that there is no abnormality in the motion state information of the activated end, the train envelope information of the train is determined based on the motion state information of the activated end and the transponder data collected by the other end based on the vehicle transponder transmission module.

[0026] According to one embodiment of this application, the motion state information includes a corresponding number of velocity information collected by at least two velocity sensors and a corresponding number of velocity information collected by at least one radar; after acquiring the motion state information of the activated end, it further includes:

[0027] Based on the corresponding number of speed information collected by each speed sensor and the corresponding number of speed information collected by each radar in the motion state information of the activated end, anomaly detection is performed on the motion state information of the activated end.

[0028] The train protection device according to a second aspect embodiment of this application includes:

[0029] The first acquisition module is used to acquire transponder data after acquiring transponder data based on the on-board transponder transmission module of the train activation end. If it is determined that there is no abnormality in the on-board transponder transmission module of the activation end, the module acquires the motion status information of the activation end. The activation end is one of the two ends of the train.

[0030] The second acquisition module is used to acquire motion state information collected by the counterpart of the activation end if it is determined that there is an abnormality in the motion state information of the activation end.

[0031] The determination module is used to determine the train envelope information of the train based on the motion state information collected by the peer end and the transponder data obtained by the on-board transponder transmission module of the activated end, if there is no abnormality in the motion state information collected by the peer end.

[0032] An electronic device according to a third aspect of this application includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement any of the train protection methods described above.

[0033] According to a fourth aspect of this application, the storage medium is a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the train protection method as described above.

[0034] A computer program product according to a fifth aspect of this application includes a computer program that, when executed by a processor, implements any of the train protection methods described above.

[0035] The above-described one or more technical solutions in the embodiments of this application have at least the following technical effects:

[0036] After acquiring transponder data via the onboard transponder transmission module at the train's activation end, if the onboard transponder transmission module at the activation end is functioning correctly, the motion status information of the activation end is acquired. If an anomaly is detected in the motion status information of the activation end, the motion status information collected by the peer end is acquired. Then, if the motion status information collected by the peer end is functioning correctly, the train envelope information can be determined based on the motion status information collected by the peer end and the transponder data acquired via the onboard transponder transmission module at the activation end. This allows for train protection based on the train envelope information. Since determining the train envelope information for train protection only requires the transmission of raw data between the two ends of the train, it effectively reduces interactive redundancy and lowers system complexity. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0038] Figure 1 is a schematic flowchart of the train protection method provided in an embodiment of this application.

[0039] Figure 2 is a schematic diagram of the structure of the electronic device provided in this application. Detailed Implementation

[0040] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0041] In the description of the embodiments of this application, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0042] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0043] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0044] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0045] This application discloses a train protection method, device, electronic equipment, storage medium, and computer product.

[0046] Figure 1 is a schematic flowchart of the train protection method provided in an embodiment of this application. As shown in Figure 1, the train protection method includes:

[0047] Step 110: After acquiring transponder data based on the on-board transponder transmission module of the train activation end, if it is determined that there is no abnormality in the on-board transponder transmission module of the activation end, the motion status information of the activation end is acquired; the activation end is one of the two ends of the train.

[0048] Step 120: If it is determined that there is an abnormality in the motion state information of the activated end, obtain the motion state information collected by the other end of the activated end.

[0049] Step 130: If there is no abnormality in the motion state information collected by the other end, determine the train envelope information based on the motion state information collected by the other end and the transponder data obtained by the on-board transponder transmission module of the activated end.

[0050] It should be noted that the entity executing the train protection method provided in this application embodiment can be a computer device. It should also be noted that all data required in this application has been legally obtained.

[0051] Understandably, each train may include both ends, and the aforementioned computer equipment may be installed at each end. Each computer equipment may contain a Vehicle On-Board Controller (VOBC), which controls the train's automatic protection system, thereby enabling train protection and other functions required by the train.

[0052] The computer equipment of this application may be equipped with or connected to a train protection device, thereby enabling the train protection device to execute the train protection method of this application through an on-board controller.

[0053] In this application, during the operation of the train, the computer equipment at both ends can work independently. For example, they can collect the running distance and speed, as well as the transponder data, and assign the current speed and distance measurement results and the historical transponder data of the last 10 cycles to the speed and distance measurement information and positioning information sent to the other end.

[0054] It should be noted that this application allows passive transponders to be deployed in areas such as platforms, turnaround lines, and parking lines, enabling information exchange with the onboard transponder transmission modules at both ends of the train. The transponder data exchanged between the transponder and the onboard transponder transmission module may include train route and specific location information, or may include the transponder number, which can be used to determine the specific location.

[0055] Specifically, the BTM may include an antenna mounted on the bottom of the train, activating a ground-based transponder through electromagnetic induction. As the train runs, the antenna continuously transmits electromagnetic energy downwards. When the train passes the ground transponder, the transponder receives the electromagnetic energy and sends an electromagnetic signal back to the antenna. These signals are received by the transponder's antenna and transmitted to the BTM, allowing the BTM to obtain transponder data through signal analysis. In this application, the transponder data is used solely for positioning and calibration.

[0056] It should be further noted that, in this application, when the train is running, one of the two ends is generally selected as the active end (also known as the master control end), and while the active end is working, its counterpart end (also known as the backup end) is also working.

[0057] Specifically, when a train passes a transponder, the BTM can obtain the data provided by the transponder and determine the position information as the initial position of the train.

[0058] Between the two transponders, motion status information such as running distance and running speed determined by speed sensors and radar can be used to continuously update the real-time position of the train.

[0059] Furthermore, the Kalman filter algorithm can be used to fuse the initial position provided by the transponder with the newly determined position based on distance and velocity measurements to obtain a more accurate train position.

[0060] When the train passes the next transponder, it obtains the position information provided by the transponder again, corrects the cumulative travel distance, and eliminates the cumulative error.

[0061] More specifically, for the train's activation end, the onboard controller can control the train's automatic protection system and communicate with the ground transponder through the onboard transponder transmission module set up at the local end, thereby acquiring transponder data.

[0062] Furthermore, in this application, after the train's activation terminal communicates with the ground transponder through the onboard transponder transmission module, it can also determine whether the transponder data is invalid by judging whether there is an abnormality in the onboard transponder transmission module.

[0063] If it is determined that the vehicle transponder transmission module is not faulty, then the transponder data collected based on the vehicle transponder transmission module is valid; otherwise, the transponder data collected based on the vehicle transponder transmission module is invalid.

[0064] Furthermore, if the transponder data collected by the vehicle-mounted transponder transmission module is determined to be valid, the motion status information of the local device can be further obtained. This motion status information may include travel distance and speed information, which can be collected by devices such as speed sensors and radar.

[0065] Furthermore, this application can determine whether there is any abnormality in the motion status information of the local end. If it is determined that there is an abnormality in the motion status information of the local end, the motion status information collected by the remote end can be obtained. Specifically, the motion status information of the remote end can be obtained through a general interface.

[0066] Furthermore, it can be determined whether there are any abnormalities in the motion status information of the other end. If there are no abnormalities in the motion status information of the other end, the train envelope information of the train can be determined based on the motion status information collected by the other end and the transponder data obtained by the on-board transponder transmission module of the activated end. Then, the train envelope information can be transmitted to the corresponding train protection party for train protection. For example, the train envelope information can be transmitted to the ground train control system, and the train control system can perform train scheduling based on the train envelope to achieve precise stopping of the train, thereby ensuring the safety of train operation and passenger safety.

[0067] If the motion status information collected by the other end is also abnormal, an alarm message can be generated so that corresponding abnormality handling can be carried out based on the alarm message.

[0068] By using redundant information collected at both ends, even if the data at one end fails, the data at the other end can still be used for train protection, thus improving the reliability and safety of the system.

[0069] According to the train protection method of this application embodiment, after acquiring transponder data based on the on-board transponder transmission module of the train activation end, when there is no abnormality in the on-board transponder transmission module of the activation end, the motion state information of the activation end is acquired; and when it is determined that there is an abnormality in the motion state information of the activation end, the motion state information collected by the peer end of the activation end is acquired; then, when there is no abnormality in the motion state information collected by the peer end, the train envelope information of the train can be determined based on the motion state information collected by the peer end and the transponder data acquired based on the on-board transponder transmission module of the activation end, so that train protection can be performed based on the train envelope information. Since only the transmission of the raw data collected between the two ends of the train is required to determine the train envelope information for train protection, the interactive redundancy phenomenon can be effectively reduced and the system complexity can be reduced.

[0070] Based on the above embodiments, the train envelope information is determined based on the motion state information collected by the peer and the transponder data obtained by the on-board transponder transmission module of the activated end, including:

[0071] The motion state information collected from the other end is converted in direction to obtain the target motion state information;

[0072] The train's position information is determined based on the target's motion state information and the transponder data obtained by the on-board transponder transmission module based on the activated end.

[0073] The train envelope information is determined based on the location information.

[0074] Specifically, after the active end receives motion status information such as distance and speed from the remote end, it can check the direction information of the motion status information collected by the remote end. If the direction of the motion status information collected by the remote end is inconsistent with the direction of the active end, the direction of the motion status information collected by the remote end is converted to match the direction of the active end. This avoids calculation errors or control failures caused by inconsistent directions and improves the train's safety capabilities.

[0075] For example, if the direction of the motion state information collected by the other end is reversed, while the direction of this end is forward, then the direction of the motion state information collected by the other end will be converted to forward.

[0076] After the direction conversion, this application can also perform time mapping, specifically adjusting the time information of the peer data to the local time base. This ensures that the timestamp of the peer data is synchronized with the local time, avoiding data inconsistency caused by time differences.

[0077] Furthermore, the real-time position of the train can be continuously updated using the travel distance (motion distance information) and speed information collected from the other end's motion status information.

[0078] Before continuously updating the train's real-time position using the travel distance (motion distance information) and speed information collected from the other end, it's also possible to determine if the train is spinning or slipping. This is because when the train is spinning or slipping, the speed sensor data may be inaccurate. In this case, the speed information from the radar sensor can be used to correct the speed sensor's information, ensuring the accuracy of speed and distance measurement. Specifically, the speed and distance data collected by the radar are directly used as the corrected speed and distance data.

[0079] Specifically, slippage or wheel spin is detected by comparing data from speed sensors and radar sensors. If the difference between the speed data from the speed sensors and radar sensors exceeds a certain threshold, it is considered that the train has slipped or wheeled.

[0080] Furthermore, the Kalman filter algorithm can be used to fuse the position information in the transponder data with the updated real-time position to obtain more accurate train position information. The specific fusion process can be implemented using traditional techniques, and this application does not impose any limitations on it.

[0081] Furthermore, the train envelope information can be determined based on the obtained train position information.

[0082] Specifically, the estimated front end and estimated rear end of the train can be determined based on the obtained train position information and the train length.

[0083] Furthermore, based on the estimated front end and estimated back end of the train, combined with the train position error, information such as the maximum safe front end, minimum safe front end, maximum safe back end, and minimum safe back end of the train is determined, resulting in train envelope information including the maximum safe front end, estimated front end, minimum safe front end, maximum safe back end, estimated back end, and minimum safe back end of the train.

[0084] The train position error includes positioning correction error and travel distance measurement error: the positioning correction error is the most unfavorable position correction deviation (configurable) introduced by the installation and correction method of positioning correction equipment (such as transponders, BTM antennas, etc.); the travel distance measurement error is the train travel distance × distance measurement error value (±2%) after position calibration.

[0085] This application uses a Kalman filter algorithm to fuse the position information from the transponder data with the updated real-time position, resulting in more accurate train position information. This helps improve the positioning accuracy of the train on the track.

[0086] Furthermore, based on the obtained train position information and the train's length, information such as the maximum safe front end, minimum safe front end, maximum safe rear end, and minimum safe rear end are determined, forming the train's safety envelope. This information is used to define the train's precise position and safety boundaries on the track, ensuring that the train will not collide with other trains or obstacles during operation.

[0087] This application achieves higher system redundancy through data interaction and fusion at both ends. Even if a sensor or device at one end fails, data from the other end can serve as a backup, ensuring the system's normal operation. Furthermore, since only the transmission of raw data collected at both ends of the train is required to determine the train envelope information for train protection, interactive redundancy can be effectively mitigated, reducing system complexity.

[0088] Based on the above embodiments, after the on-board transponder transmission module at the train activation terminal acquires transponder data, the method further includes:

[0089] If a communication interruption is detected between the vehicle transponder transmission module of the activation end, an anomaly is found in the transponder data obtained by the vehicle transponder transmission module of the activation end, or a fault information reported by the vehicle transponder transmission module of the activation end is detected, it is determined that there is an anomaly in the vehicle transponder transmission module of the activation end.

[0090] If the communication between the vehicle transponder transmission module and the activating end is not interrupted, the transponder data obtained by the vehicle transponder transmission module of the activating end is not abnormal, and no fault information reported by the vehicle transponder transmission module of the activating end is detected, it is determined that the vehicle transponder transmission module of the activating end is not abnormal.

[0091] Specifically, after acquiring transponder data based on the on-board transponder transmission module of the train activation end, this application can detect whether there is a communication interruption between the local ATP and the local on-board transponder transmission module, determine whether there is an abnormality in the transponder data acquired by the local on-board transponder transmission module, and detect the presence of fault information reported by the local on-board transponder transmission module.

[0092] In determining whether there is any abnormality in the transponder data acquired by the local vehicle transponder transmission module, it can be done by checking whether the sequence number of the transponder data acquired by the local vehicle transponder transmission module deviates too much from the expected sequence number of ATP.

[0093] The fault information reported by the vehicle transponder transmission module may include, but is not limited to, power amplifier faults and antenna faults.

[0094] Therefore, if a communication interruption is detected between the vehicle transponder transmission module and the activation end, an anomaly is found in the transponder data obtained by the vehicle transponder transmission module of the activation end, or a fault information reported by the vehicle transponder transmission module of the activation end is detected, it is determined that there is an anomaly in the vehicle transponder transmission module of the activation end.

[0095] If it is detected that the communication between the vehicle transponder transmission module of the activating end is uninterrupted, the transponder data obtained by the vehicle transponder transmission module of the activating end is not abnormal, and no fault information reported by the vehicle transponder transmission module of the activating end is detected, it is determined that the vehicle transponder transmission module of the activating end is not abnormal.

[0096] This application determines whether the on-board transponder transmission module is abnormal by judging whether there is a communication interruption, data anomaly, or fault information. When it is determined that the on-board transponder transmission module at the local end is abnormal, the redundant information of the other end can be used to determine the train envelope information for train protection. This can reduce interactive redundancy and reduce system complexity while ensuring the effectiveness of train protection.

[0097] Based on the above embodiments, after determining that the vehicle transponder transmission module at the activation end is malfunctioning, the method further includes:

[0098] After confirming that there is no abnormality in the vehicle transponder transmission module of the active end, the transponder data collected by the active end based on the vehicle transponder transmission module of the active end is obtained.

[0099] Obtain motion state information of the activated end;

[0100] If it is determined that there is an anomaly in the motion state information of the activated end, obtain the motion state information collected by the peer of the activated end;

[0101] If there are no abnormalities in the motion status information collected by the other end, the train envelope information of the train is determined based on the motion status information collected by the other end and the transponder data collected by the other end based on the on-board transponder transmission module.

[0102] Specifically, after determining that the vehicle transponder transmission module at the activating end is abnormal, this application can also determine whether the vehicle transponder transmission module at the peer end of the activating end is abnormal.

[0103] If it is determined that the vehicle transponder transmission module at the other end of the active end is also abnormal, an alarm message can be generated so that corresponding abnormality handling can be performed based on the alarm message.

[0104] When it is determined that there is no abnormality in the vehicle transponder transmission module of the active end, the transponder data collected by the active end based on the vehicle transponder transmission module is obtained; and the motion status information of the active end is obtained.

[0105] Furthermore, if it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the peer end of the activated end is obtained, and it is determined whether the motion state information collected by the peer end is abnormal.

[0106] If the motion status information collected by the other end is also abnormal, an alarm message can be generated so that corresponding abnormality handling can be carried out based on the alarm message.

[0107] Furthermore, if there are no abnormalities in the motion status information collected by the other end, the train envelope information of the train is determined based on the motion status information collected by the other end and the transponder data collected by the other end based on the on-board transponder transmission module.

[0108] The process of determining whether there is an anomaly in the motion state information and determining the train envelope information based on the motion state information and transponder data can be found in the corresponding processing procedures described above, and will not be repeated here.

[0109] This application achieves higher system redundancy through data interaction and fusion at both ends. Even if a sensor or device at one end fails, data from the other end can serve as a backup, ensuring the system's normal operation. Furthermore, since only the transmission of raw data collected at both ends of the train is required to determine the train envelope information for train protection, interactive redundancy can be effectively mitigated, reducing system complexity.

[0110] Based on the above embodiments, after obtaining the motion state information of the activated end, the method further includes:

[0111] If it is determined that there are no abnormalities in the motion state information of the active end, the train envelope information of the train is determined based on the motion state information of the active end and the transponder data collected by the on-board transponder transmission module of the other end.

[0112] Specifically, after obtaining the motion state information of the activation end and determining whether there is any abnormality in the motion state information of the activation end, if it is determined that there is no abnormality in the motion state information of the activation end, the train envelope information of the train can be determined based on the motion state information of the activation end and the transponder data collected by the other end based on the vehicle transponder transmission module.

[0113] The process of determining the train envelope information based on motion state information and transponder data can be found in the corresponding processing described above, and will not be repeated here.

[0114] This application achieves higher system redundancy through data interaction and fusion at both ends. Even if a sensor or device at one end fails, data from the other end can serve as a backup, ensuring the system's normal operation. Furthermore, since only the transmission of raw data collected at both ends of the train is required to determine the train envelope information for train protection, interactive redundancy can be effectively mitigated, reducing system complexity.

[0115] Based on the above embodiments, after obtaining the motion state information of the activated end, the method further includes:

[0116] Based on the corresponding number of speed information collected by each speed sensor and each radar in the motion state information of the active end, anomaly detection is performed on the motion state information of the active end.

[0117] Specifically, the motion state information in this application includes a corresponding number of velocity information collected by at least two velocity sensors and a corresponding number of velocity information collected by at least one radar. For example, each end of this application includes two velocity sensors and one radar.

[0118] Therefore, based on the speed information collected by two speed sensors and the speed information collected by a radar, it can be determined whether there is any abnormality in the motion status information of the local device.

[0119] Specifically, based on the speed information, it can be determined whether the corresponding equipment is faulty. If any two equipment are faulty, it can be determined that the speed and distance measurement has failed, that is, it can be determined that the motion status information is abnormal.

[0120] More specifically, for speed sensors, it can be determined whether the speed sensor is faulty by judging whether the difference in the total number of the three pulses corresponding to the speed information is too large, whether all three pulses are 1, whether all three pulses are 0, and whether the deviation between the speed measurement or distance measurement results of a single speed sensor and the other two devices exceeds a preset deviation threshold.

[0121] For radar, a fault can be determined by checking whether the radar has a communication failure, or whether the deviation between the speed information collected by the radar and the speed information collected by the two speed sensors exceeds a preset deviation threshold.

[0122] This application detects anomalies in motion state information. When anomalies are detected in the motion state information at the local end, redundant information from the remote end is used to determine the train envelope information for train protection. This can reduce interactive redundancy and lower system complexity while ensuring the effectiveness of train protection.

[0123] The train protection device provided in this application is described below. The train protection device described below can be referred to in correspondence with the train protection method described above.

[0124] Furthermore, this application also provides a train protection device.

[0125] The train protection device includes:

[0126] The first acquisition module is used to acquire transponder data after acquiring transponder data based on the on-board transponder transmission module of the train activation end. If it is determined that there is no abnormality in the on-board transponder transmission module of the activation end, the module acquires the motion status information of the activation end. The activation end is one of the two ends of the train.

[0127] The second acquisition module is used to acquire motion state information collected by the counterpart of the activation end if it is determined that there is an abnormality in the motion state information of the activation end.

[0128] The determination module is used to determine the train envelope information of the train based on the motion state information collected by the peer end and the transponder data obtained by the on-board transponder transmission module of the activated end, if there is no abnormality in the motion state information collected by the peer end.

[0129] The train protection device of this application, after acquiring transponder data based on the on-board transponder transmission module at the train activation end, acquires the motion state information of the activation end when there is no abnormality in the on-board transponder transmission module at the activation end; and when it is determined that there is an abnormality in the motion state information of the activation end, acquires the motion state information collected by the peer end of the activation end; then, when there is no abnormality in the motion state information collected by the peer end, the train envelope information of the train can be determined based on the motion state information collected by the peer end and the transponder data acquired based on the on-board transponder transmission module at the activation end, so that train protection can be performed based on the train envelope information. Since the determination of train envelope information for train protection can be achieved by only transmitting the raw data collected between the two ends of the train, the interactive redundancy phenomenon can be effectively reduced, and the system complexity can be reduced.

[0130] In one embodiment, the first acquisition module is further configured to:

[0131] If a communication interruption is detected between the vehicle transponder transmission module of the activation end, an anomaly is detected in the transponder data obtained based on the vehicle transponder transmission module of the activation end, or a fault information reported by the vehicle transponder transmission module of the activation end is detected, it is determined that the vehicle transponder transmission module of the activation end is abnormal.

[0132] If it is detected that the communication between the vehicle transponder transmission module of the activation end is uninterrupted, the transponder data obtained based on the vehicle transponder transmission module of the activation end is not abnormal, and no fault information reported by the vehicle transponder transmission module of the activation end is detected, it is determined that the vehicle transponder transmission module of the activation end is not abnormal.

[0133] In one embodiment, the first acquisition module is further configured to:

[0134] After confirming that there is no abnormality in the vehicle transponder transmission module of the other end of the activated end, the transponder data collected by the other end of the activated end based on the vehicle transponder transmission module is obtained.

[0135] Obtain the motion state information of the activated end;

[0136] If it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the other end of the activated end is obtained;

[0137] If there are no abnormalities in the motion state information collected by the other end, the train envelope information of the train is determined based on the motion state information collected by the other end and the transponder data collected by the other end based on the on-board transponder transmission module.

[0138] In one embodiment, the first acquisition module is further configured to:

[0139] If it is determined that there is no abnormality in the motion state information of the activated end, the train envelope information of the train is determined based on the motion state information of the activated end and the transponder data collected by the other end based on the vehicle transponder transmission module.

[0140] In one embodiment, the first acquisition module is further configured to:

[0141] Based on the corresponding number of speed information collected by each speed sensor and the corresponding number of speed information collected by each radar in the motion state information of the activated end, anomaly detection is performed on the motion state information of the activated end.

[0142] In one embodiment, the determining module is specifically used for:

[0143] The motion state information collected by the other end is reversed to obtain the target motion state information;

[0144] Based on the target motion state information and the transponder data obtained by the vehicle transponder transmission module of the activated terminal, the position information of the train is determined;

[0145] The train envelope information of the train is determined based on the location information.

[0146] Figure 2 illustrates a schematic diagram of the physical structure of an electronic device. As shown in Figure 2, the electronic device may include: a processor 210, a communication interface 220, a memory 230, and a communication bus 240. The processor 210, communication interface 220, and memory 230 communicate with each other via the communication bus 240. The processor 210 can call logical instructions in the memory 230 to execute the following method: after acquiring transponder data based on the on-board transponder transmission module at the train activation end, if it is determined that the on-board transponder transmission module at the activation end is not abnormal, acquire the motion state information of the activation end; the activation end is one of the two ends of the train.

[0147] If it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the other end of the activated end is obtained;

[0148] If there are no abnormalities in the motion state information collected by the other end, the train envelope information of the train is determined based on the motion state information collected by the other end and the transponder data obtained by the on-board transponder transmission module of the activated end.

[0149] Furthermore, the logical instructions in the aforementioned memory 230 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to related technologies, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0150] In another aspect, embodiments of this application also provide a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program is implemented to perform the methods provided in the above embodiments, such as: after acquiring transponder data based on the on-board transponder transmission module of the train activation end, if it is determined that the on-board transponder transmission module of the activation end is not abnormal, acquiring the motion state information of the activation end; the activation end is one of the two ends of the train.

[0151] If it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the other end of the activated end is obtained;

[0152] If there are no abnormalities in the motion state information collected by the other end, the train envelope information of the train is determined based on the motion state information collected by the other end and the transponder data obtained by the on-board transponder transmission module of the activated end.

[0153] In another aspect, this application also provides a computer program product, on which a computer program is stored. When the computer program is executed by a processor, it is implemented to perform the methods provided in the above embodiments, such as: after acquiring transponder data based on the on-board transponder transmission module of the train activation end, if it is determined that the on-board transponder transmission module of the activation end is not abnormal, acquiring the motion state information of the activation end; the activation end is one of the two ends of the train.

[0154] If it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the other end of the activated end is obtained;

[0155] If there are no abnormalities in the motion state information collected by the other end, the train envelope information of the train is determined based on the motion state information collected by the other end and the transponder data obtained by the on-board transponder transmission module of the activated end.

[0156] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0157] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0158] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions 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 this application.

Claims

1. A train protection method, characterized in that, include: After acquiring transponder data based on the onboard transponder transmission module of the train activation end, if it is determined that there is no abnormality in the onboard transponder transmission module of the activation end, the motion status information of the activation end is acquired; the activation end is one of the two ends of the train. If it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the other end of the activated end is obtained; If there are no abnormalities in the motion state information collected by the other end, the train envelope information of the train is determined based on the motion state information collected by the other end and the transponder data obtained by the on-board transponder transmission module of the activated end.

2. The train protection method according to claim 1, characterized in that, The determination of the train envelope information based on the motion state information collected by the peer and the transponder data obtained by the on-board transponder transmission module of the activated end includes: The motion state information collected by the other end is reversed to obtain the target motion state information; Based on the target motion state information and the transponder data obtained by the vehicle transponder transmission module of the activated terminal, the position information of the train is determined; The train envelope information of the train is determined based on the location information.

3. The train protection method according to claim 1, characterized in that, After the onboard transponder transmission module based on the train activation terminal acquires the transponder data, it also includes: If a communication interruption is detected between the vehicle transponder transmission module of the activation end, an anomaly is detected in the transponder data obtained based on the vehicle transponder transmission module of the activation end, or a fault information reported by the vehicle transponder transmission module of the activation end is detected, it is determined that the vehicle transponder transmission module of the activation end is abnormal. If it is detected that the communication between the vehicle transponder transmission module of the activation end is uninterrupted, the transponder data obtained based on the vehicle transponder transmission module of the activation end is not abnormal, and no fault information reported by the vehicle transponder transmission module of the activation end is detected, it is determined that the vehicle transponder transmission module of the activation end is not abnormal.

4. The train protection method according to claim 3, characterized in that, After determining that the vehicle transponder transmission module at the activation end is malfunctioning, the process further includes: After confirming that there is no abnormality in the vehicle transponder transmission module of the other end of the activated end, the transponder data collected by the other end of the activated end based on the vehicle transponder transmission module is obtained. Obtain the motion state information of the activated end; If it is determined that the motion state information of the activated end is abnormal, the motion state information collected by the other end of the activated end is obtained; If there are no abnormalities in the motion state information collected by the other end, the train envelope information of the train is determined based on the motion state information collected by the other end and the transponder data collected by the other end based on the on-board transponder transmission module.

5. The train protection method according to claim 4, characterized in that, After obtaining the motion state information of the activated end, the process also includes: If it is determined that there is no abnormality in the motion state information of the activated end, the train envelope information of the train is determined based on the motion state information of the activated end and the transponder data collected by the other end based on the vehicle transponder transmission module.

6. The train protection method according to claim 4, characterized in that, The motion state information includes a corresponding amount of velocity information collected by at least two velocity sensors and a corresponding amount of velocity information collected by at least one radar. After obtaining the motion state information of the activated end, the process also includes: Based on the corresponding number of speed information collected by each speed sensor and the corresponding number of speed information collected by each radar in the motion state information of the activated end, anomaly detection is performed on the motion state information of the activated end.

7. A train protection device, characterized in that, include: The first acquisition module is used to acquire transponder data after acquiring transponder data based on the on-board transponder transmission module of the train activation end. If it is determined that there is no abnormality in the on-board transponder transmission module of the activation end, the module acquires the motion status information of the activation end. The activation end is one of the two ends of the train. The second acquisition module is used to acquire motion state information collected by the counterpart of the activation end if it is determined that there is an abnormality in the motion state information of the activation end. The determination module is used to determine the train envelope information of the train based on the motion state information collected by the peer end and the transponder data obtained by the on-board transponder transmission module of the activated end, if there is no abnormality in the motion state information collected by the peer end.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the train protection method as described in any one of claims 1-6.

9. A storage medium, said storage medium being a non-transitory computer-readable storage medium, wherein a computer program is stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train protection method as described in any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train protection method according to any one of claims 1-6.

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