CN107953902B - Train position correction method - Google Patents
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Abstract
The embodiment of the invention discloses a train position correction method, when a target train passes through a first transponder, a reader arranged on the target train enters a radiation range of the first transponder and when the reader moves out of the radiation range along with the target train, the level of a beacon positioning signal changes. And determining the correction position of the target train according to the first running distance of the target train relative to the first transponder at the correction moment and the reference position of the first transponder. And if the first spacing distance between the corrected position and the latest updated position to be positioned is smaller than the first preset distance, taking the corrected position as the current position of the target train and adding the current position into the position information. The method realizes the positioning of the target train based on the position of the first transponder by the change of the beacon positioning signal when passing through the first transponder, compares the positioned correction position with the updated position of the train, and ensures the accuracy of the correction position.
Description
Technical Field
The embodiment of the invention relates to the technical field of train positioning, in particular to a train position correction method.
Background
The accurate positioning of the train position is an important factor for ensuring the driving safety. In order to ensure accurate positioning of the train, the positioning device needs to be updated from time to time. Due to the fact that the train positioning system is huge, when the positioning device is updated correspondingly and the ground device and the vehicle-mounted peripheral devices are not updated, the train can not be accurately positioned due to incompatibility of the vehicle-mounted device and the ground device or the vehicle-mounted peripheral devices, and running of the train is affected.
For example, the Beijing subway No. 5 line is one of main lines penetrating from south to north, the operation is opened in 10 months of 2007, and a signal system adopts a quasi-mobile block system based on multi-information uninsulated track circuit (FS2500) and APR positioning. In recent ten years, with the rapid development of the Beijing department, the passenger flow volume of the No. 5 line increases rapidly, and the average daily passenger flow volume in 2015 reaches 85 ten thousand people, and reaches 108.5 ten thousand people at most, which is far higher than the estimated average daily passenger flow volume of 40 ten thousand people at the initial stage of design. With the continuous increase in the amount of passenger traffic, operating companies are forced to take measures to increase the number of purchased vehicles, shorten the operating interval, and the like, in order to improve the capacity. As the operation interval is shortened and the signal system equipment is aged, the failure rate of the line No. 5 will be further increased. In recent two years, the 5 # line train is late, the operation interval is enlarged, the transport capacity is reduced and passengers are detained due to multiple faults of a signal system, so that the system is widely concerned by the society. Under the condition, the comprehensive modification of the No. 5 line signal system is scheduled, and in order to not influence the staged implementation of normal operation modification, the vehicle-mounted equipment is upgraded in one period, and the existing ground track circuit equipment and American standard APR are compatible.
Due to the fact that upgrading and reconstruction of the No. 5 line are carried out in stages, only vehicle-mounted signal equipment is reconstructed in one stage. Ground devices, including track circuits, APRs, semaphores, vehicle peripherals including ATP antennas, speed sensors, doppler radars, APR readers (readers), and the like, for example, remain unchanged. After the first-stage reconstruction is completed, the vehicle-mounted signal cabinet needs to be compatible with existing ground equipment and vehicle-mounted peripheral equipment. That is, the vehicle-mounted device (VOBC) needs to be designed specifically to accommodate existing ground devices and vehicle-mounted peripherals.
In the process of implementing the embodiment of the invention, the inventor finds that the existing train positioning system cannot realize accurate positioning of the train due to incompatibility of the vehicle-mounted equipment and vehicle-mounted peripheral equipment or ground equipment in the upgrading process.
Disclosure of Invention
The technical problem to be solved by the invention is how to solve the problem that the precise positioning of the train cannot be realized due to the incompatibility of the vehicle-mounted equipment and the vehicle-mounted peripheral equipment or ground equipment in the upgrading process of the conventional train positioning system.
In view of the above technical problems, an embodiment of the present invention provides a method for train position correction, including:
after first identification information of a first transponder installed on a track is received, judging whether newly added position information of a target train receiving the first identification information is valid, and if so, acquiring the newly added position as a to-be-positioned position;
acquiring the position of the first responder according to the first identification information to serve as a reference position, and calculating the running distance of the target train relative to the first responder to serve as a first running distance according to the change information of a beacon positioning signal sent by the target train when the target train passes through the first responder, the correction time for correcting the position to be corrected and the corresponding speed corresponding to the correction time;
and obtaining the current position of the target train as a correction position according to the reference position and the first running distance, judging whether a first spacing distance between the correction position and the position to be set is smaller than a first preset distance, and if so, taking the correction position as the current position of the target train and adding the position information.
Optionally, the obtaining, according to the first identification information, a position where the first transponder is located to serve as a reference position, and calculating, according to change information of a beacon positioning signal sent by the target train when the target train passes through the first transponder, a correction time at which the position to be corrected is obtained, and a corresponding speed of the target train at the correction time, a distance traveled by the target train relative to the first transponder to serve as a first traveling distance includes:
according to the first identification information, acquiring the position of a first responder corresponding to the first identification information through onboard line data to serve as the reference position;
acquiring a first moment when the low level of the beacon positioning signal is increased to the high level and a second moment when the high level of the beacon positioning signal is decreased to the low level when the target train passes through the first transponder, and acquiring a time interval from an entering moment when a reader corresponding to the first transponder, which is installed on the target train, enters a radiation range of the first transponder to the first moment;
obtaining the correction time and the corresponding speed through a formula
Calculating a first alignment time when the reader passes through the center position of the transponder, and according to the corresponding time, the corresponding speed and the first alignment time, obtaining a result of a formula s ═ t (t ═ t)Ca-tC)×VtrainCalculating the first walking distance;
wherein, tCIs the first alignment time, tFIs the second time, tRAt said first time, Δ t is said time interval, tCaFor the correction time, VtrainAnd s is the first running distance, and is the corresponding speed.
Optionally, the method further comprises the step of obtaining a current time point, a current speed and an alignment time point according to the formula s ═ t (t)Ca-tC)×VtrainCalculating the first travel distance, comprising:
obtaining a delay time Deltat' of the beacon positioning signal transmitted from the transponder to the MPU of the target vehicle VOBC, according to the current time point, the current speed, the alignment time and the delay time, the beacon positioning signal is processed by the formula s ═ tCa-tC+Δt')×VtrainThe calculated distance is used as the first running distance.
Optionally, the determining whether the position information newly added to the target train having received the first identification information is valid further includes:
if the position information is invalid, acquiring a responder which is passed by the target train for the last time before the target train passes through the first responder as a second responder;
determining the running direction of the train through the onboard line data according to second identification information and the first identification information corresponding to the second transponder, and acquiring a second spacing distance between the first transponder and the second transponder from the onboard line data;
acquiring a second alignment moment when the reader passes through the center position of the second transponder and a first average speed from the second alignment moment to the first alignment moment of the target train;
calculating the running distance of the target train from the second alignment moment to the first alignment moment according to the first alignment moment, the second alignment moment and the first average speed;
and judging whether the distance difference between the driving distance and the second spacing distance is smaller than a second preset distance, if so, adding the corrected position to the position information as the initial position of the target train, otherwise, marking the corrected position as an invalid state and adding the invalid state to the position information.
Optionally, the method further comprises:
in the running process of the target train, circularly executing position updating operation until the newly added position is obtained from the position information and is in an invalid state;
wherein the location update operation comprises:
acquiring a newly added position from the position information as a position to be updated, and acquiring a third moment when the position to be updated is added to the position information;
acquiring the current time for updating the position as an updating time, and acquiring a second average speed of the target train from the third time to the updating time;
calculating a second running distance of the target train from the third moment to the updating moment according to the third moment, the updating moment and the second average speed;
and determining the current position of the target train as an updated position according to the running direction, the position to be updated and the second running distance, and adding the updated position into the position information as the position of the target train at the updated time.
Optionally, the determining whether a first distance between the corrected position and the position to be located is smaller than a first preset distance further includes:
and if the first spacing distance is greater than or equal to a first preset distance, marking the corrected position as an invalid state and adding the invalid state to the position information.
Optionally, the method further comprises:
acquiring a third interval distance between the reader on the target train and the train tail of the target train, and acquiring a latest added position from the position information to be used as a train tail reference position;
and according to the running direction, withdrawing the vehicle tail reference position by the third interval distance along the reverse direction of the running direction to obtain the vehicle tail position of the vehicle tail of the target train.
Optionally, performing an error update operation each time a position is added to the position information;
wherein the error update operation comprises:
judging whether the adding position added to the position information at this time is in an effective state, if so, acquiring a latest updated error as an original error, acquiring a ranging error introduced when the adding position is calculated at this time, and accumulating the ranging error to the original error to obtain a latest updated error;
if the adding position added to the position information at this time is in an invalid state or the adding position added to the position information at this time is the correction position, taking a preset error as a latest updated error;
wherein the ranging error is equal to a product of a distance traveled by the target train and a ranging error rate corresponding to the present calculation of the added position when the present calculation of the added position.
Optionally, the first preset distance is equal to a sum of a radiation distance and a first ranging error corresponding to the first running distance;
wherein the radiation distance is a distance covered by the radiation range of the first transponder on the track; the first range error is equal to a product of the first travel distance and a range error rate corresponding to the first travel distance.
Optionally, the second preset distance is equal to the sum of the radiation distance, the first ranging error and the second ranging error;
wherein the second range error is equal to a product of the second distance traveled and a range error rate corresponding to the second distance traveled.
The embodiment of the invention provides a method for correcting the position of a train, wherein a target train continuously updates position information according to the position of the target train in the running process. When the target train passes through the first transponder, the level of the beacon positioning signal changes when the reader mounted on the target train enters the radiation range of the first transponder and when the reader exits the radiation range along with the target train. And calculating the current first running distance of the train relative to the first transponder according to the change information of the level change of the beacon positioning signal, the correction time for correcting the position of the target train and the corresponding speed of the target train at the correction time. And then, determining the position of the target train according to the reference position of the first transponder and the first running distance, and taking the position as a correction position. And if the first spacing distance between the corrected position and the latest updated pending position of the target train is smaller than the first preset distance, adding the corrected position as the current position of the target train into the position information. The method realizes the positioning of the target train based on the position of the first transponder by the change of the beacon positioning signal when passing through the first transponder, compares the positioned correction position with the updated position of the train, and ensures the accuracy of the correction position.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic flow chart of a method for train position correction according to an embodiment of the present invention;
fig. 2 is a schematic diagram illustrating the level change of the TLS signal after the target train enters the APR radiation range according to another embodiment of the present invention;
FIG. 3 is a schematic illustration of calculating a first distance traveled in accordance with another embodiment of the present invention;
fig. 4 is a schematic diagram of an interface relationship between a VOBC and a reader according to another embodiment of the present invention;
fig. 5 is a schematic timing relationship diagram of signals during the process of entering the APR radiation range of the target train according to another embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic flow chart of a method for train position correction provided in this embodiment, and referring to fig. 1, the method includes:
101: after first identification information of a first transponder installed on a track is received, judging whether newly added position information of a target train receiving the first identification information is valid, and if so, acquiring the newly added position as a to-be-positioned position;
102: acquiring the position of the first responder according to the first identification information to serve as a reference position, and calculating the running distance of the target train relative to the first responder to serve as a first running distance according to the change information of a beacon positioning signal sent by the target train when the target train passes through the first responder, the correction time for correcting the position to be corrected and the corresponding speed corresponding to the correction time;
103: and obtaining the current position of the target train as a correction position according to the reference position and the first running distance, judging whether a first spacing distance between the correction position and the position to be set is smaller than a first preset distance, and if so, taking the correction position as the current position of the target train and adding the position information.
The method provided by the embodiment is used for solving the problem that the vehicle-mounted positioning device (such as a reader) and the ground device (such as a transponder) or the vehicle-mounted peripheral equipment are incompatible, so that the running vehicle cannot be accurately positioned. For example, in the process of replacing the current american standard APR (transponder) of the positioning device with the european standard APR, the vehicle-mounted VOBC device is first replaced with the european standard device, and then the ground device APR and the vehicle-mounted peripheral reader are replaced correspondingly. Then, when the vehicle-mounted equipment is replaced by the European standard equipment and the ground equipment and the vehicle-mounted peripheral equipment are still in the American standard, the compatibility problem exists between the European standard vehicle-mounted equipment and the American standard vehicle-mounted peripheral equipment. The method provided by the embodiment can solve the compatibility problem and realize accurate positioning of the train.
The position information is a set of positions that the target train updates during travel. The position in the position information may be an updated position of the target train in the process of passing through the transponder, or may be a position periodically calculated according to the travel distance in the process of running of the target train, which is not specifically limited in this embodiment. The latest added position is the position with the latest update time. When the newly added location is marked as invalid, the location is invalid, otherwise the location is valid.
The beacon locating signal (TLS) is a signal sent by the reader to the VOBC, the TLS may have a level change when entering the radiation range of the APR, and the change information may be one of the bases for locating the target train. For example, fig. 2 shows a schematic diagram of the TLS change process of a Reader (Reader) on a target train when passing a transponder (APR) on a track. As shown in fig. 2, after the APR enters the field region Δ t of the Reader induction coil for a time, the Reader updates the TLS signal (from low level to high level). While TLS will change its state (from high to low) when APR leaves the Reader field range.
The first predetermined distance is determined by calculating a distance measurement error of the first moving distance according to a radiation distance corresponding to the radiation range of the first transponder, for example, the first predetermined distance is equal to a sum of the radiation distance and the first distance measurement error corresponding to the first moving distance, which is not limited in this embodiment.
Further, obtaining a current position of the target train according to the reference position and the first running distance, and using the current position as a correction position, including:
and taking the reference position as a starting point, and advancing the first travel distance along the traveling direction to obtain the corrected position.
The embodiment provides a method for correcting the position of a train, and the position information of a target train is continuously updated according to the position of the target train in the running process. When the target train passes through the first transponder, the level of the beacon positioning signal changes when the reader mounted on the target train enters the radiation range of the first transponder and when the reader exits the radiation range along with the target train. And calculating the current first running distance of the train relative to the first transponder according to the change information of the level change of the beacon positioning signal, the correction time for correcting the position of the target train and the corresponding speed of the target train at the correction time. And then, determining the position of the target train according to the reference position of the first transponder and the first running distance, and taking the position as a correction position. And if the first spacing distance between the corrected position and the latest updated pending position of the target train is smaller than the first preset distance, adding the corrected position as the current position of the target train into the position information. The method realizes the positioning of the target train based on the position of the first transponder by the change of the beacon positioning signal when passing through the first transponder, compares the positioned correction position with the updated position of the train, and ensures the accuracy of the correction position.
Further, on the basis of the above embodiment, the obtaining, according to the first identification information, a position where the first transponder is located to serve as a reference position, and calculating, according to change information of a beacon positioning signal sent by the target train when the target train passes through the first transponder, a correction time at which the position to be corrected is corrected, and a corresponding speed of the target train at the correction time, a distance traveled by the target train relative to the first transponder to serve as a first travel distance includes:
according to the first identification information, acquiring the position of a first responder corresponding to the first identification information through onboard line data to serve as the reference position;
acquiring a first moment when the low level of the beacon positioning signal is increased to the high level and a second moment when the high level of the beacon positioning signal is decreased to the low level when the target train passes through the first transponder, and acquiring a time interval from an entering moment when a reader corresponding to the first transponder, which is installed on the target train, enters a radiation range of the first transponder to the first moment;
obtaining the correction time and the corresponding speed through a formula
Calculating a first alignment time when the reader passes through the center position of the transponder, and according to the corresponding time, the corresponding speed and the first alignment time, obtaining a result of a formula s ═ t (t ═ t)Ca-tC)×VtrainCalculating the first walking distance;
wherein, tCIs the first alignment time, tFIs the second time, tRAt said first time, Δ t is said time interval, tCaFor the correction time, VtrainAnd s is the first running distance, and is the corresponding speed.
It should be noted that the onboard line data includes the positions of the transponders, and the geographical positions where the transponders are located can be obtained through the onboard line data and the identification information of a certain transponder.
FIG. 3 is a schematic diagram showing the first distance-traveled calculation process provided in the present embodiment, and referring to FIG. 3, the time t when the Main Processing Unit (MPU) of the VOBC receives the rising edge of the TLS is setRThe time when the TLS falling edge is received is tFAPR enters the field area of Reader induction coilThe time delay to Reader pull-up TLS is Δ t (Δ t is a constant, available from the first transponder specification), and the first alignment time at which the Reader center aligns with the APR center is t, without taking symmetry into accountC，
Wherein, tFAnd tRThe acquisition by the MPU of the falling and rising edges of the TLS is obtained in conjunction with its own time counter. Setting the correction time t of the MPU for correcting the train positionCaThe correction time is obtained by reading the time counter of the MPU, and the corresponding speed of the time when the MPU corrects the train position is VtrainThen the first distance traveled after receiving the APR is s ═ t (t)Ca-tC)×Vtrain。
The embodiment provides a method for train position correction, which includes calculating time of a first traveling distance of a target train relative to a center position of a first transponder at a correction moment when position correction is performed on the target train, and positioning a current position of the target train according to the first traveling distance and a reference position of the first transponder.
Still further, on the basis of the above embodiments, the method further includes the step of obtaining (t) by using the formula s ═ according to the current time point, the current speed and the alignment timeCa-tC)×VtrainCalculating the first travel distance, comprising:
obtaining a delay time Deltat' of the beacon positioning signal transmitted from the transponder to the MPU of the target vehicle VOBC, according to the current time point, the current speed, the alignment time and the delay time, the beacon positioning signal is processed by the formula s ═ tCa-tC+Δt')×VtrainThe calculated distance is used as the first running distance.
The delay time Δ t' varies according to the hardware structure, and the embodiment does not specifically limit this.
The embodiment provides a train position correction method, which takes the delay of signal transmission of a hardware system into consideration, corrects the calculated first travel distance and increases the accuracy of position correction calculation of a target train.
Further, on the basis of the foregoing embodiments, the determining whether the location information newly added to the target train having received the first identification information is valid further includes:
if the position information is invalid, acquiring a responder which is passed by the target train for the last time before the target train passes through the first responder as a second responder;
determining the running direction of the train through the onboard line data according to second identification information and the first identification information corresponding to the second transponder, and acquiring a second spacing distance between the first transponder and the second transponder from the onboard line data;
acquiring a second alignment moment when the reader passes through the center position of the second transponder and a first average speed from the second alignment moment to the first alignment moment of the target train;
calculating the running distance of the target train from the second alignment moment to the first alignment moment according to the first alignment moment, the second alignment moment and the first average speed;
and judging whether the distance difference between the driving distance and the second spacing distance is smaller than a second preset distance, if so, adding the corrected position to the position information as the initial position of the target train, otherwise, marking the corrected position as an invalid state and adding the invalid state to the position information.
If the newly added position information is invalid, the target train needs to be positioned again, and this embodiment defines a method for determining the initial position of the target train, that is, a method for "acquiring the initial position" of the target train.
The second transponder and the first transponder are respectively used as a first transponder and a second transponder (namely the sequence of the target train passing through the first APR and the second APR) which are passed by the target train, and the running direction of the target train can be determined according to the positions of the second transponder and the first transponder on the on-board line data and the sequence of the target train passing through the two transponders. At the same time, a second separation distance of the two transponders is obtained from the on-board line data.
It should be noted that the second alignment time may be determined according to the level change of the beacon positioning signal, by the method provided in the foregoing embodiment, or obtained by other methods, which is not limited in this embodiment. In the running process of the target train, the speed of the target train at each moment may be obtained through the VOBC, and the average speed of any time period may also be calculated according to the speed at each moment, or the first average speed is directly obtained through a speed sensor arranged on the target train, which is not limited in this embodiment.
Further, the calculating the driving distance of the target train from the second alignment time to the first alignment time according to the first alignment time, the second alignment time and the first average speed includes:
and calculating the time difference between the first alignment time and the second alignment time, and calculating the product of the time difference and the first average speed to obtain the driving distance.
The driving distance is the distance between the first transponder and the second transponder measured by the target train, and if the distance difference between the driving distance and the second spacing distance is smaller than a second preset distance, the initial positioning of the target train is effective. The factors considered by the second preset distance include an initial distance measurement error amount, an APR radiation range and a distance measurement error between two APRs.
For example, when the reader is installed at the train head of the target train, the track section number of the train head of the target train and the offset of the track section are determined by the position of the second APR (i.e. the reference position corresponding to the first transponder) and the running distance of the target train after passing through the second APR (i.e. the first running distance), so as to calibrate the position of the target train.
The embodiment provides a method for correcting the position of a train, which provides a method for determining the position of a target train at an initial moment, and the method comprises the steps of calculating the time of passing two APRs by a second alignment moment and a first alignment moment when the target train passes through a second transponder and a first transponder in sequence, calculating the running distance of the train in the period of time by combining a first average speed of the target train in the time, judging whether the positioning of the initial position of the target train is effective or not according to the distance difference between the running distance and a second interval distance, and taking the corrected position as the position of the target train if the positioning is effective, thereby providing a method for accurately positioning the target train if the latest updated position in the position information is invalid.
Further, on the basis of the above embodiments, the method further includes:
in the running process of the target train, circularly executing position updating operation until the newly added position is obtained from the position information and is in an invalid state;
wherein the location update operation comprises:
acquiring a newly added position from the position information as a position to be updated, and acquiring a third moment when the position to be updated is added to the position information;
acquiring the current time for updating the position as an updating time, and acquiring a second average speed of the target train from the third time to the updating time;
calculating a second running distance of the target train from the third moment to the updating moment according to the third moment, the updating moment and the second average speed;
and determining the current position of the target train as an updated position according to the running direction, the position to be updated and the second running distance, and adding the updated position into the position information as the position of the target train at the updated time.
The embodiment provides a method for performing 'location update' on a train location, and during the running process of the train, as long as the latest updated location in the location information is valid, location update operation is periodically executed, so that the latest updated location in the location information is consistent with the current actual location of the target train. It is sufficient to perform the location updating operation each time the location updating is performed, and it can be understood that the location updating operation is performed periodically, that is, the time period between the third time and the updating time is the updating period. The second average speed may be obtained by VOBC or by a speed sensor mounted on the train, which is not particularly limited in this embodiment.
Further, the calculating a second travel distance of the target train from the third time to the update time according to the third time, the update time and the second average speed includes:
and calculating the time difference between the updating time and the third time, and calculating the product of the time difference and a second average speed to obtain the second travelling distance.
Determining the current position of the target train as an updated position according to the driving direction, the position to be updated and the second running distance, wherein the determining comprises:
and taking the position to be updated as a starting point, and taking a position obtained by advancing the second travel distance along the running direction as the updated position.
The embodiment provides a method for correcting the position of a train, which provides a method for periodically updating the position of a target train in the running process of the target train, and the method ensures that the latest updated position in the position information is consistent with the current actual position of the target train, and ensures the accuracy of correcting the latest updated position in the position information.
Further, on the basis of the foregoing embodiments, the determining whether a first distance between the corrected position and the position to be located is smaller than a first preset distance further includes:
and if the first spacing distance is greater than or equal to a first preset distance, marking the corrected position as an invalid state and adding the invalid state to the position information.
Further, if the position information has the positions with the preset number of invalid states of the marker bits, prompt information is sent to a worker.
The embodiment provides a train position correction method, which is characterized in that in the process of correcting the position of a target train, if a first spacing distance between a corrected position and a newly updated position to be positioned is greater than or equal to a first preset distance, an invalid state of a mark position of the corrected position is added into position information, so that the target train is prevented from being positioned inefficiently by taking the position of the invalid state as a positioning basis in the process of performing position updating operation.
Further, on the basis of the above embodiments, the method further includes:
acquiring a third interval distance between the reader on the target train and the train tail of the target train, and acquiring a latest added position from the position information to be used as a train tail reference position;
and according to the running direction, withdrawing the vehicle tail reference position by the third interval distance along the reverse direction of the running direction to obtain the vehicle tail position of the vehicle tail of the target train.
Generally, the positions of the head and the tail of the train are located in the running process of the train, and a fourth spacing distance between the reader and the head of the target train and a third spacing distance between the reader and the tail of the target train are obtained according to the installation position of the reader on the target train. The position of the vehicle head is the latest added position and the position of the vehicle head is advanced by a fourth interval distance along the driving direction; the position of the vehicle tail is the newly added position, i.e., the vehicle tail reference position, and the position at which the third distance is retracted in the direction opposite to the traveling direction.
If the reader is installed at the locomotive of the target train, the newly added position in the position information is the position of the locomotive (usually, the period of position update is short). And if the reader is arranged at the head of the target train, the third spacing distance is the length of the train body when the position of the tail of the train is calculated. And then the train tail position is obtained by retracting the train body length along the reverse direction of the driving direction from the newly added position, namely the train tail position is obtained through the train head position-train body length.
The embodiment provides a method for correcting the position of a train, which provides a method for determining the position of a train tail according to position information, and realizes the accurate positioning of the train head and the train tail of a target train.
Furthermore, on the basis of the above embodiments, the method further includes performing an error update operation each time a position is added to the position information;
wherein the error update operation comprises:
judging whether the adding position added to the position information at this time is in an effective state, if so, acquiring a latest updated error as an original error, acquiring a ranging error introduced when the adding position is calculated at this time, and accumulating the ranging error to the original error to obtain a latest updated error;
if the adding position added to the position information at this time is in an invalid state or the adding position added to the position information at this time is the correction position, taking a preset error as a latest updated error;
wherein the ranging error is equal to a product of a distance traveled by the target train and a ranging error rate corresponding to the present calculation of the added position when the present calculation of the added position.
It should be noted that the preset error is a set initial value, which is a smaller value. The ranging error rate is a value obtained in advance and is related to whether the train is in an idle-skid state or not. For example, the present added position is obtained by a position updating operation, and the ranging error rate corresponding to the present calculation of the added position is an error rate determined according to whether the train is in a slip state during traveling from the third time to the updating time.
If the added position added this time is in an invalid state, the second transponder and the first transponder are required to be used as two transponders through which the train passes for the first time, and the initial position of the train is determined. Since the initial position is re-determined, the preset error is taken as the latest updated error (i.e., the error is set to the minimum value). If the adding position added to the position information at this time is a corrected position, that is, the position of the train is corrected at this time, after the correction, the error also needs to be updated to the preset error.
The present embodiment provides a method of train position correction that performs an error update operation to judge the accuracy of a latest updated position in position information by a latest updated error every time a position is added to the position information.
Further, on the basis of the above embodiments, the first preset distance is equal to the sum of the radiation distance and a first ranging error corresponding to the first travel distance;
wherein the radiation distance is a distance covered by the radiation range of the first transponder on the track; the first range error is equal to a product of the first travel distance and a range error rate corresponding to the first travel distance.
Further, on the basis of the above embodiments, the second preset distance is equal to the sum of the radiation distance, the first ranging error and the second ranging error;
wherein the second range error is equal to a product of the second distance traveled and a range error rate corresponding to the second distance traveled.
The APR radiation range is represented by the radiation distance, which can be obtained by querying the corresponding technical manual, and is a fixed value.
It should be noted that the range error rate corresponding to the first travel distance is an error rate determined based on whether the target train is in the idle state and the travel state of the target train from the first alignment time to the correction time.
And the distance measurement error rate corresponding to the second running distance is an error rate determined according to the second alignment time to the first alignment time, whether the target train is in an idle-skid state and the running state of the target train.
The embodiment provides a train position correction method, which limits the determination of a first preset distance and a second preset distance, and reasonably limits the first preset distance and the second preset distance, so that the position of a target train is updated within a reasonable error range.
In order to further understand the method, the embodiment provides a method for positioning a target train in the background that the transponder is a american standard transponder and the on-board reader is a european standard device. Fig. 4 shows a schematic diagram of an interface relationship between the VOBC and the Reader of the transponder, and referring to fig. 4, the american standard APR Reader (Reader) is a peripheral device of a vehicle-mounted signal system, is installed at the bottom of a train, and is mainly used for receiving an APR message and a beacon positioning signal (TLS) of the transponder arranged on the ground. And transmits the APR information and the TLS to the VOBC for the VOBC to complete the correction of the train position. Wherein, the external power supply is used for supplying power for the Reader, and the information is transmitted between the transponder and the Reader through the RF wireless link.
As shown in FIG. 4, VOBC interfaces with Reader through 1 set of serial ports RS-485 and 2 sets of serial ports RS-422 respectively, wherein RS-485, ① of FIG. 4, is used for Reader to transmit APR message (Data) to VOBC, and the signal is standard RS-485 differential signal.
RS-422 and ② in fig. 4, which are used for VOBC to send a self-Check enable signal (Check _ EN) to the Reader, where the signal is a standard RS-422 signal, a Main Processing Unit (MPU) of the VOBC outputs a TTL signal, the TTL signal is converted into an RS-422 signal by an interface board (IFB), the RS-422 signal is output to the Reader, the VOBC outputs a self-Check enable signal to the Reader according to logic requirements, the Reader performs internal self-Check, and outputs a beacon positioning signal (TLS) and a self-Check message (Data) to the VOBC, and a self-Check timing relationship is shown in fig. 5.
RS-422, ③ in figure 4, is used for Reader to transmit beacon position signal (TLS) to VOBC, the beacon position signal is standard RS-422 signal, and after entering VOBC, it is converted into TTL signal by interface board (IFB) for Main Processing Unit (MPU) to collect.
As shown in fig. 5, the self-test enable signal changes from high level at the moment when the reader enters the radiation range of the transponder, the duration of the high level is longer than 10ms, and the TLS changes to high level after the time of Δ t after entering the radiation range, and the time of Δ t is usually less than 2.4 ms. The self-test message Data is transmitted every 5ms after entering the radiation range delta T time of the transponder from the reader. Wherein, the delta T is more than 4.1ms and less than 6.5 ms.
The Reader moves along with the train through the APR, when the APR enters a field area (radiation range) of the Reader induction coil, the power supply of the APR is activated, the circuit of the APR in the next 500us enters a stable state, the clock of the circuit is synchronized, and then the APR backscatters related information (APR messages) including the ID, message data and CRC of the APR. Until the APR leaves the Reader reading area.
The Reader updates the TLS signal after the APR enters the field region of the Reader induction coil for a time Δ t, and the TLS will change its state when the APR leaves the Reader induction field range. The TLS signal output by the Reader is an RS-422 differential signal, and is converted into a TTL signal through an interface board (IFB) after entering the VOBC, fig. 2 shows the TTL level signal after the conversion, the pulse width of the TLS depends on the time for the Reader to pass the APR, and when the Reader stays above the APR, that is, the Reader is always in a state of detecting the APR, the TLS signal is always in a high level state.
Based on the above APR and VOBC, this embodiment provides a method for correcting the position of a train, in which, after the APR enters the field area of the Reader induction coil for Δ t, the TLS signal is set to high level by the Reader, when the APR leaves the field area of the Reader induction coil, the TLS signal is set to low level by the Reader, and the VOBC calculates the time (first alignment time) when the APR center and the Reader center coincide by adding the high level time of the TLS signal to the Δ t time, and combines the current speed of the train to complete correction of the position of the train.
Specifically, the method for correcting the train position includes:
(1) initial position acquisition
The initial position acquisition means that the train acquires the initial position of the train when the train passes through two consecutive APRs (the second transponder and the first transponder) when the position is invalid.
Firstly, according to the sequence of the train passing through a first APR (second responder) and a second APR (first responder), the on-board line data is inquired, and the driving direction of the train head is obtained. The position of the train can be corrected only by passing through one APR at other times.
And acquiring the track section number of the train head and the offset of the track section from the position of the second APR (on-board line data acquisition) + the running distance of the train after the second APR. The addition operation is logical accumulation, namely a final accumulation result is obtained according to the driving direction of the locomotive and onboard line data. And the position of the second APR is the reference position, and the running distance of the train after the train passes through the second APR is the first running distance.
Then, the train tail position is obtained from the "train head position (the position located by TLS in this embodiment is the train head position) -the train body length". The subtraction operation is logically withdrawing, namely, withdrawing the length of the train body in the opposite direction according to the running direction of the train head, and the withdrawing result is obtained according to the data of the query line.
Finally, if the measured distance between the two APRs for initial positioning and the difference value between the two APRs in the on-board line data are within the allowable windowing range (the first preset distance), the validity of the position (the position of the initial positioning, i.e. the corrected position) is valid, otherwise, the validity is invalid. The factors to be considered for the window size (the value range of the first preset distance) include an initial ranging error amount (the first ranging error), a radiation distance of an APR radiation range, and a ranging error amount (the second ranging error) of a distance between two APRs.
After the initial position (corrected position) of the train head is obtained, the ranging error is initialized, and the initial ranging error is a specified value.
(2) Location update (location update operation)
Firstly, under the condition that the train position is effective, the train updates the train position according to the periodic travel distance, including the update of the train head position and the update of the train tail position.
Updating the position of the vehicle head: the system calculates the position of the train head according to the periodic train head position (the latest updated position in the position information), the running direction and the periodic traveling distance on the train, and updates the position. There are 2 ways of representing the position of the train, one being the absolute kilometer scale, such as 1000 meters. Another is the way link + offset (logical zone + offset) is represented by an electronic map, such as link a +90 meters. The calculated train position is represented by link + offset by inquiring the link data, that is, displayed in the form of an electronic map.
Updating the position of the tail of the vehicle: and acquiring the position of the train tail from the position of the train head and the length of the train body, wherein the subtraction operation is logically withdrawn, namely withdrawing the length of the train body in the opposite direction according to the running direction of the train head, and inquiring line data to acquire the withdrawal result.
The cycle running distance (second running distance) is the cycle running time (time difference between the update time and the third time) multiplied by the present cycle speed (second average speed).
Then, the ranging error updates: and accumulating the ranging error of the period on the basis of the original ranging error. The periodic distance measurement error is the product of the periodic traveling distance and the distance measurement error rate, wherein the distance measurement error rate is different according to whether the current speed measurement is in the idle and smooth state.
(3) Position correction
The train position correction means that when the ID of the APR is received, the position (reference position) of the APR is obtained through on-board line data, the position of the APR accumulates the running distance (first running distance) of the train after the APR passes through the APR to obtain a corrected position, if the difference (first interval distance) between the corrected position and the current train position (to-be-positioned position) is within an allowable correction range (first preset distance), the train position is updated to be the corrected position, and otherwise the train position is invalid.
The corrected position is the APR position (reference position) + the distance traveled after receiving the APR (first distance traveled).
The APR position is obtained by inquiring onboard line data, and the APR radiation range can be obtained by inquiring a technical manual, generally a fixed value.
The allowable correction range (first preset distance) is: APR radiation range (radiation distance) + range error.
And if the absolute value of the corrected position-the current position of the train is less than the allowable correction range, updating the position of the train to be the corrected position, otherwise, setting the position of the train to be invalid.
It should be noted that, after each position correction is completed, the ranging error needs to be set to an initial value.
In the method for calculating the distance traveled after receiving the APR, as shown in FIG. 3, the time for receiving the TLS rising edge by the Main Processing Unit (MPU) of the VOBC is set to tRThe time when the TLS falling edge is received is tFThe time delay from the APR entering the field area of the Reader induction coil to the Reader pull-up TLS is delta t (delta t is a constant and can be obtained from a first transponder technical specification), and under the condition of not considering symmetry, the first alignment time of the Reader center and the APR center is tC，
Where Δ t is a constant that can be obtained from the U.S. standard transponder specification.
tFAnd tRThe acquisition by the MPU of the falling and rising edges of the TLS is obtained in conjunction with its own time counter. Setting the correction time t of the MPU for correcting the train positionCaThe correction time is obtained by reading the time counter of the MPU, and the corresponding speed of the time when the MPU corrects the train position is VtrainThen the first distance traveled after receiving the APR is s ═ t (t)Ca-tC)×Vtrain。
The method provided by the invention is realized and passes full indoor debugging test and verification, and the engineering application is realized in the vehicle section of the Beijing subway swallow room line project, so that the problem of poor track circuit shunting is solved, the potential safety hazard is effectively avoided, and the line operation efficiency is improved.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention, and are not limited thereto; although embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (9)
1. A method of train position correction, comprising:
after first identification information of a first transponder installed on a track is received, judging whether newly added position information of a target train receiving the first identification information is valid, and if so, acquiring the newly added position as a to-be-positioned position;
acquiring the position of the first responder according to the first identification information to serve as a reference position, and calculating the running distance of the target train relative to the first responder to serve as a first running distance according to the change information of a beacon positioning signal sent by the target train when the target train passes through the first responder, the correction time for correcting the position to be corrected and the corresponding speed corresponding to the correction time;
obtaining the current position of the target train as a correction position according to the reference position and the first running distance, judging whether a first spacing distance between the correction position and the to-be-positioned position is smaller than a first preset distance, if so, taking the correction position as the current position of the target train, and adding the correction position into the position information;
the acquiring, according to the first identification information, a position where the first transponder is located, as a reference position, and calculating, according to change information of a beacon positioning signal sent by the target train when the target train passes through the first transponder, a correction time at which the position to be corrected is obtained, and a corresponding speed of the target train at the correction time, a distance traveled by the target train relative to the first transponder, as a first travel distance, includes:
according to the first identification information, acquiring the position of a first responder corresponding to the first identification information through onboard line data to serve as the reference position;
acquiring a first moment when the low level of the beacon positioning signal is increased to the high level and a second moment when the high level of the beacon positioning signal is decreased to the low level when the target train passes through the first transponder, and acquiring a time interval from an entering moment when a reader corresponding to the first transponder, which is installed on the target train, enters a radiation range of the first transponder to the first moment;
obtaining the correction time and the corresponding speed through a formula
Calculating a first alignment time when the reader passes through the center position of the transponder, and according to the correction time, the corresponding speed and the first alignment time, obtaining a value (t) by a formula sCa-tC)×VtrainCalculating the first walking distance;
wherein, tCIs the first alignment time, tFIs the second time, tRAt said first time, Δ t is said time interval, tCaFor the correction time, VtrainAnd s is the first running distance, and is the corresponding speed.
2. Method according to claim 1, characterized in that said correction time, said corresponding speed and said first alignment time are determined by the formula s-t (t)Ca-tC)×VtrainCalculating the first travel distance, comprising:
obtaining a delay time delta t' of the beacon positioning signal transmitted from the transponder to the MPU of the target train VOBC, and according to the correction time, the corresponding speed, the first alignment time and the delay time, obtaining a value (t) obtained by a formula s ═ t-Ca-tC+Δt')×VtrainThe calculated distance is used as the first running distance.
3. The method according to claim 2, wherein the determining whether the position information newly added to the target train having received the first identification information is valid further comprises:
if the position information is invalid, acquiring a responder which is passed by the target train for the last time before the target train passes through the first responder as a second responder;
determining the running direction of the train through the onboard line data according to second identification information and the first identification information corresponding to the second transponder, and acquiring a second spacing distance between the first transponder and the second transponder from the onboard line data;
acquiring a second alignment moment when the reader passes through the center position of the second transponder and a first average speed from the second alignment moment to the first alignment moment of the target train;
calculating the running distance of the target train from the second alignment moment to the first alignment moment according to the first alignment moment, the second alignment moment and the first average speed;
and judging whether the distance difference between the driving distance and the second spacing distance is smaller than a second preset distance, if so, adding the corrected position to the position information as the initial position of the target train, otherwise, marking the corrected position as an invalid state and adding the invalid state to the position information.
4. The method of claim 3, further comprising:
in the running process of the target train, circularly executing position updating operation until the newly added position is obtained from the position information and is in an invalid state;
wherein the location update operation comprises:
acquiring a newly added position from the position information as a position to be updated, and acquiring a third moment when the position to be updated is added to the position information;
acquiring the current time for updating the position as an updating time, and acquiring a second average speed of the target train from the third time to the updating time;
calculating a second running distance of the target train from the third moment to the updating moment according to the third moment, the updating moment and the second average speed;
and determining the current position of the target train as an updated position according to the running direction, the position to be updated and the second running distance, and adding the updated position into the position information as the position of the target train at the updated time.
5. The method according to claim 1, wherein the determining whether a first separation distance between the corrected position and the to-be-positioned is smaller than a first preset distance further comprises:
and if the first spacing distance is greater than or equal to a first preset distance, marking the corrected position as an invalid state and adding the invalid state to the position information.
6. The method of claim 4, further comprising:
acquiring a third interval distance between the reader on the target train and the train tail of the target train, and acquiring a latest added position from the position information to be used as a train tail reference position;
and according to the running direction, withdrawing the vehicle tail reference position by the third interval distance along the reverse direction of the running direction to obtain the vehicle tail position of the vehicle tail of the target train.
7. The method according to claim 6, further comprising performing an error update operation each time a position is added to the position information;
wherein the error update operation comprises:
judging whether the adding position added to the position information at this time is in an effective state, if so, acquiring a latest updated error as an original error, acquiring a ranging error introduced when the adding position is calculated at this time, and accumulating the ranging error to the original error to obtain a latest updated error;
if the adding position added to the position information at this time is in an invalid state or the adding position added to the position information at this time is the correction position, taking a preset error as a latest updated error;
wherein the ranging error is equal to a product of a distance traveled by the target train and a ranging error rate corresponding to the present calculation of the added position when the present calculation of the added position.
8. The method of claim 7, wherein the first preset distance is equal to a sum of a radiated distance and a first ranging error corresponding to the first traveled distance;
wherein the radiation distance is a distance covered by the radiation range of the first transponder on the track; the first range error is equal to a product of the first distance traveled and a range error rate corresponding to the first distance traveled.
9. The method of claim 8, wherein the second predetermined distance is equal to a sum of the radiation distance, the first ranging error, and a second ranging error;
wherein the second range error is equal to a product of the second distance traveled and a range error rate corresponding to the second distance traveled.
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