CN110834654A - Train operation track judgment system and method - Google Patents
Train operation track judgment system and method Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/06—Indicating or recording the setting of track apparatus, e.g. of points, of signals
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Abstract
The invention discloses a train running track judging system and a method, wherein the system comprises a positioning module arranged on a train, positioning anchor points arranged along the train track, a map data storage module and a track judging module, wherein UWB communication is adopted between the positioning module and the positioning anchor points for acquiring distance information between the positioning module and the positioning anchor points and sending the distance information to the track judging module; the map data storage module is used for providing map data for the track judgment module; the track judging module is used for judging the running track of the train based on the received distance information and the map data. The invention can carry out distance measurement based on UWB and accurately acquire the running position information of the rail train in real time, thereby judging the running rail of the train.
Description
Technical Field
The application relates to the technical field of train positioning, in particular to a train operation track judgment system and method.
Background
The train tracks are generally divided into four types, namely a single-track running track, a parallel double (multiple) track running track, a herringbone turnout and a herringbone turning turnout, in the running process of a track train, the train needs to be positioned in real time, the position of the train on the track is output in real time, the running track of the train is judged, whether the train runs in a rail-changing mode or a rail-fixing mode is determined, the rail-changing mode refers to the mode that the train changes the running track, and the rail-fixing mode refers to the mode that the train runs according to the fixed track.
In the prior art, a wheel axle meter plus a trackside Radio Frequency Identification (RFID) transponder or a computer interlock system (CBI) is used to locate a vehicle in real time. The train axle counting technology is widely applied to position measurement of a rail train and used for calculating the service condition of a rail, the train axle counting technology is easily interfered, the RFID radio frequency technology can effectively avoid interference of an external environment, and the precision of the train axle counting technology is greatly improved. The train axle counting technology and the RFID can not only increase the accuracy of the axle meter, but also help the dispatching desk to stably identify the running state and identity of each train, and has very important significance and effect on safety, however, the train axle counting is easy to miss, the running position of the train can not be accurately provided, and further the running track of the train can not be accurately judged. The computer interlocking system is responsible for establishing a track running core control device for a running route, can realize interlocking control among turnouts, signal machines and track circuits in a station, is indispensable guarantee equipment for safe and efficient running of railways, cannot accurately provide real-time running positions of trains, and cannot accurately judge running tracks of the trains. In addition, need distinguish the track that the train is located under the multiple track condition, need two-dimentional location to realize directly perceivedly, two-dimentional location needs the mobile unit simultaneously with 3 trackside equipment range finding, nevertheless because the subway tunnel is narrower, can't satisfy the demand that the mobile unit simultaneously with many trackside equipment range finding in all scenes.
Therefore, how to accurately acquire the running position of the rail train in real time is realized, so that the technical problem to be solved urgently is to be solved when the running rail of the train is judged.
Disclosure of Invention
The present application is provided to solve the above technical problems, and an embodiment of the present application provides a train running track determining system and method, which can perform ranging based on UWB and accurately obtain running position information of a rail train in real time, thereby determining a train running track.
According to an aspect of the present application, there is provided a train-running-track judging system, comprising a positioning module installed on a train, positioning anchors arranged along a train track, a map data storage module, and a track judging module, wherein,
the positioning module and the positioning anchor point adopt UWB communication and are used for acquiring distance information between the positioning module and the positioning anchor point and sending the distance information to the track judgment module;
the map data storage module is used for providing map data for the track judgment module;
the track judging module is used for judging the running track of the train based on the received distance information and the map data.
In the above train operation track judgment system, the track judgment module includes:
the distance acquisition unit is used for acquiring a first distance from the positioning module to the first positioning anchor point and a second distance from the positioning module to the second positioning anchor point;
the distance calculation unit is used for calculating the vertical distance between the train and a straight line formed by connecting the first positioning anchor point and the second positioning anchor point by combining the Pythagorean theorem on the basis of the first distance, the second distance and the third distance between the first positioning anchor point and the second positioning anchor point;
and the track judging unit is used for judging the running track of the train according to the vertical distance and the map data.
In the train operation track judgment system, the positioning module further comprises a gyroscope for acquiring the left and right steering angles of the train and sending the steering angles to the track judgment unit, and the track judgment unit judges the train operation track based on the left and right steering angles, the vertical distance and the map data of the train.
In the train operation track judgment system, the system further comprises a track state judgment module for judging whether the train is in a rail transfer operation state or a rail fixing operation state based on the train operation track.
In the train operation track judgment system, the positioning module is further used for obtaining train position information in real time by adopting UWB communication with the positioning anchor point;
the track state judging module further comprises a track determining unit, wherein the track determining unit is used for obtaining a fitted path slope and an actual turnout slope in the train path set based on the train position information fitted path, judging whether an error between the fitted path slope and the actual turnout slope is within a preset error threshold range, and if so, determining that the train enters a rail transfer state.
In the train operation track judgment system, optical fibers, 485 cables or public networks are adopted for connection between the positioning anchor points or between the positioning anchor points and the track judgment module, or WiFi channel communication is established between the positioning anchor points.
In the train operation track judgment system, the map data storage module is further configured to update the map data at regular time.
In the train operation track judgment system, the system further comprises a data filing module for recording the train operation track information.
According to another aspect of the present application, there is provided a train running track judging method, including:
the method comprises the following steps that UWB communication is adopted between a positioning module and a positioning anchor point, distance information between the positioning module and the positioning anchor point is obtained, the positioning module is installed on a train, and the positioning anchor point is arranged along a train track;
acquiring map data;
and judging the running track of the train based on the distance information and the map data.
In the above train running track determination method, the determining a train running track based on the distance information and the map data includes:
acquiring a first distance from a positioning module to a first positioning anchor point and a second distance from the positioning module to a second positioning anchor point;
calculating the vertical distance between the train and a straight line formed by connecting the first positioning anchor point and the second positioning anchor point by combining the pythagorean theorem on the basis of the first distance, the second distance and the third distance between the first positioning anchor point and the second positioning anchor point;
and judging the running track of the train according to the vertical distance.
In the above method for determining a train track, the method further includes: and acquiring the left and right steering angles of the train, and judging the running track of the train based on the left and right steering angles, the vertical distance and the map data of the train.
In the above method for determining a train track, the method further includes: and judging that the train is in a rail-changing running state or a rail-fixing running state based on the train running track.
In the above method for determining a train track, the method further includes: UWB communication is adopted between the positioning module and the positioning anchor point, and train position information is acquired in real time;
fitting a path based on the train position information to obtain a fitted path slope and an actual turnout slope in the train path set;
and judging whether the error between the fitted path slope and the actual turnout slope is within a preset error threshold range, and if so, determining that the train enters a rail transfer state.
Compared with the prior art, the train operation track judging system and method provided by the application can accurately acquire the rail train operation position information in real time by ranging through UWB, so that the train operation track is judged simply and efficiently, and the accuracy is high. And no matter when the train is static or running, the UWB signal is stable, accurate positioning can be realized, and the positioning accuracy is high. The invention can judge the track by one-dimensional positioning only by deploying one positioning anchor point in the turnout area, is suitable for various application scenes such as narrow roadways and the like, and has low construction cost.
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The above and other objects, features and advantages of the present application will become more apparent by describing in more detail embodiments of the present application with reference to the attached drawings. The accompanying drawings are included to provide a further understanding of the embodiments of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application. In the drawings, like reference numbers generally represent like parts or steps.
Fig. 1 is a schematic view of a train operation track determination system provided in an embodiment of the present application;
FIG. 2 is a schematic view of a train running on a single track according to an embodiment of the present application;
fig. 3 is a schematic diagram of a train running on multiple tracks according to an embodiment of the present application;
FIG. 4(a) is a schematic view of a herringbone turnout;
FIG. 4(b) schematic diagram of a herringbone turnout turn-back;
fig. 5 is a schematic diagram of location data points of a train passing through a turnout according to an embodiment of the present application;
FIG. 6 is a schematic diagram illustrating a comparison between an actual position of a turnout and a slope of a fitted curve according to an embodiment of the present application;
fig. 7 is a flowchart of a method for determining a train running track according to an embodiment of the present application.
[ notation ] to show
1: the positioning module 2: positioning anchor point
3: the map data storage module 4: track judging module
Detailed Description
Hereinafter, example embodiments according to the present application will be described in detail with reference to the accompanying drawings. It should be understood that the described embodiments are only some embodiments of the present application and not all embodiments of the present application, and that the present application is not limited by the example embodiments described herein.
According to an embodiment of the present invention, a train operation track determination system is provided, as shown in fig. 1, including a positioning module 1 installed on a train, positioning anchors 2 arranged along a train track, a map data storage module 3, and a track determination module 4. The positioning module 1 and the positioning anchor point 2 adopt UWB communication, and the positioning module 1 is used for acquiring distance information between the positioning module 1 and the positioning anchor point 2 and sending the distance information to the track judgment module 4; the map data storage module 3 is used for providing map data for the track judgment module 4; and the track judging module 4 is used for judging the running track of the train based on the received distance information and the map data. No matter the train is static or in operation, the UWB signal is stable, can satisfy the accurate positioning demand of the train, and the windshield has no influence on the UWB signal basically before the train, in the embodiment of the invention, UWB positioning accuracy: less than 1 meter and the vehicle positioning frequency is 0.1 second.
As an example, the train includes a train, a high-speed rail, a subway and the like, and since the subway operation lane is narrow, the radio frequency signal must meet the line-of-sight transmission condition to ensure the continuous positioning effect, a positioning anchor point 2 can be deployed every 200 + 250 meters, and the positioning anchor points 2 are added according to the actual physical environment and the track distribution condition. The positioning anchor point 2 can be arranged on the roadway wall or the roadway top on one side of the rail, and the positioning module 1 can be installed inside a train head or a train tail cab to serve as a vehicle-mounted positioner, so that the distance measurement with the positioning anchor point 2 is realized. The antenna of the positioning module 1 is arranged at a fixed position on the upper part of a front windshield of a train, and the mounting positions of all trains are the same. In the positioning process between the positioning module 1 and the positioning anchor point 2 by using UWB communication, point-to-point bidirectional Time-of-flight ranging can be performed by using a unique wireless pulse radio frequency signal mechanism, and specifically, a one-dimensional Time of flight (TOF) ranging method can be used, which mainly measures the distance between nodes by using the round-trip Time of a signal between two asynchronous transceivers (transceivers) (or reflected surfaces). The radio frequency part can work in a frequency band of 3.25-7GHz, and the sight distance positioning precision is 20 cm.
As an example, the positioning anchor points 2 or the positioning anchor points 2 and the track determination module 4 are connected by using an optical fiber, a 485 cable or a public network, or the positioning anchor points 2 are communicated by establishing a WiFi channel, the positioning anchor points 2 can be directly powered by 220V mains supply, the power of each anchor point is 8-18W (depending on the selected data return mode), the positioning module 1 can directly take power from the inside of the vehicle, the power supply of a 12-24V power supply is supported, and the power of each positioning module 1 is about 10W.
As an example, the track determination module 4 includes a distance acquisition unit, a distance calculation unit, and a track determination unit, where the distance acquisition unit is configured to acquire a first distance from the positioning module 1 to the first positioning anchor 2 and a second distance from the positioning module 1 to the second positioning anchor 2; the distance calculation unit is used for calculating the vertical distance between the train and a straight line formed by connecting the first positioning anchor point 2 and the second positioning anchor point 2 by combining the Pythagorean theorem on the basis of the first distance, the second distance and the third distance between the first positioning anchor point 2 and the second positioning anchor point 2; the track judging unit is used for judging the running track of the train according to the vertical distance and the map data, and effectively judging the track where the train is located when the single-track running lane and the parallel double (multiple) track running lane are based on the running track.
As shown in fig. 2, in the single-track state, A, B is an antenna of a positioning anchor point 2 disposed on a side wall of a roadway, and C is an antenna of a positioning module 1 disposed on a train. L is the distance between the two A, B antennas of the two positioning anchors 2 (L >3m), L1, L2 are the distances measured by the positioning module 1 and the antenna A, B of the positioning anchor 2, H is the distance between the antenna C and the straight line AB, L3 is the distance between B and the straight line passing through the point C and perpendicular to the track, and H is determined by the solution of the following equation:
H2+(L3+L)2＝L12
H2+L32＝L22(1)
and judging the track where the train is located according to the H value.
As shown in fig. 3, in the multi-track state, A, B is an antenna of a positioning anchor point 2 disposed on a side wall of a roadway, and C and D are antennas of a positioning module 1 disposed on a train. L is the distance between A, B two antennas, L4 and L5 are the distances respectively measured by the positioning module C and the antenna A, B of the positioning anchor point 2, L6 and L7 are the distances respectively measured by the positioning module D and the antenna A, B of the positioning anchor point 2, H1 is the distance from the antenna C to the straight line AB, and H2 is the distance from the antenna D to the straight line AB. The values of H1 and H2 can be obtained by the same calculation method according to equation set (1), and are not repeated here, and the track where the train is located can be judged according to H1 and H2.
As shown in fig. 4(a) and 4(b), when a train runs at a herringbone switch point and a herringbone switch point, the positioning module 1 further includes a gyroscope for acquiring a left-right steering angle of the train and sending the left-right steering angle to the track determination unit, and the track determination unit determines a running track of the train based on the left-right steering angle of the train, a vertical distance, and map data.
As an example, the system further includes a track state determination module, configured to determine that the train is in a rail-changing operation state or a rail-fixing operation state based on the train operation track.
The system is usually positioned once at fixed time intervals, for example, once every 100 milliseconds, and in the actual application process, because the positioning system has errors, one positioning is easy to be misjudged at a switch. And the train runs strictly according to the track in the running process, so that the train positioning position information can be further converted into the position on the subway path through the subway path set, and the judgment accuracy is further improved.
As an example, the positioning module 1 is further configured to acquire train position information in real time by using UWB communication with the positioning anchor point 2; the track state judgment module further comprises a track determination unit, wherein the track determination unit is used for obtaining a fitted path slope and an actual turnout slope in a train path set based on the train position information fitted path; and judging whether the error between the fitted path slope and the actual turnout slope is within a preset error threshold range, and if so, determining that the train enters a rail transfer state.
In the following description, a specific example is shown in fig. 5, in the switch structure, the circle points in the ellipse are the positioning data points of the train passing through the switch, and it is necessary to determine which route (Path) the train has selected:
Path：path1 or path2？
due to the error, data points are randomly distributed on two sides of the turnout, and the straight line M shows the result of linear fitting of the data points.
As shown in FIG. 6, the line N represents the actual position of the fork and has a slope K, the line M represents the fitted line and has a slope K ', and when the difference between K ' and K is less than the set error threshold T (e.g., 20%), i.e., the actual position of the fork is the same as the actual position of the fork and the difference between K ' and K is less than the set error threshold T (e.g., the same as
It is determined that the train enters the turnout, and thus the train path has:
Path：path2。
as an example, the map data storage module 3 is further configured to update the map data at regular time, so as to ensure the accuracy of the map data, thereby improving the accuracy of the track determination result.
As an example, the system further comprises a data archiving module, which is used for recording the information of the running track of the train, and can archive the track information in a classified manner and inquire the historical track after the track information is prepared.
As an example, the system further includes a display module operable to display the current location information of the train and the track information.
The system provided by the embodiment of the invention is suitable for various application scenes, only one positioning substation is required to be deployed in the turnout area, and the construction cost is low. And whether the train has changed the track or not can be quickly calculated only according to the measured antenna position of the positioning anchor point 2, so that the speed is high and the real-time performance is high. In addition, whether the track is changed or not can be judged according to the difference value of the slope of the track and the slope of the path, and the track can be determined by combining the configured path set, so that the method is simple, efficient and high in accuracy.
The embodiment of the invention also provides a method for judging the running track of the train, which comprises the following steps as shown in fig. 6:
step S1, UWB communication is adopted between the positioning module 1 and the positioning anchor point 2 to obtain distance information between the positioning module 1 and the positioning anchor point 2, the positioning module 1 is installed on the train, and the positioning anchor point 2 is arranged along the train track;
step S2, obtaining map data;
and step S3, judging the train running track based on the distance information and the map data.
Wherein, no matter the train is static or when moving, the UWB signal is stable, all can satisfy the accurate location demand of train, and the front windshield of train has no influence to the UWB signal basically, in the embodiment of the invention, UWB positioning accuracy: less than 1 meter and the vehicle positioning frequency is 0.1 second.
As an example, the train includes a train, a high-speed rail, a subway and the like, and since the subway operation lane is narrow, the radio frequency signal must meet the line-of-sight transmission condition to ensure the continuous positioning effect, a positioning anchor point 2 can be deployed every 200 + 250 meters, and the positioning anchor points 2 are added according to the actual physical environment and the track distribution condition. The positioning anchor point 2 can be arranged on the roadway wall or the roadway top on one side of the rail, and the positioning module 1 can be installed inside a train head or a train tail cab to serve as a vehicle-mounted positioner, so that the distance measurement with the positioning anchor point 2 is realized. The antenna of the positioning module 1 is arranged at a fixed position on the upper part of a front windshield of a train, and the mounting positions of all trains are the same. In the positioning process between the positioning module 1 and the positioning anchor point 2 by using UWB communication, point-to-point bidirectional Time-of-flight ranging can be performed by using a unique wireless pulse radio frequency signal mechanism, and specifically, a one-dimensional Time of flight (TOF) ranging method can be used, which mainly measures the distance between nodes by using the round-trip Time of a signal between two asynchronous transceivers (transceivers) (or reflected surfaces). The radio frequency part can work in a frequency band of 3.25-7GHz, and the sight distance positioning precision is 20 cm.
As an example, the positioning anchors 2 or the positioning anchors 2 and the track determination module 4 are connected by using an optical fiber, a 485 cable or a public network, or the positioning anchors 2 communicate by establishing a WiFi channel, the positioning anchors 2 can directly supply power by using 220V mains supply, the power of each positioning anchor is 8-18W (depending on the selected data return mode), the positioning module 1 can directly get power from the inside of the vehicle, and supports 12-24V power supply, and the power of each positioning module 1 is about 10W.
In the case where the train operates in the monorail travel lane and the parallel dual (multi) rail travel lane, the step S3 may include:
step S31, acquiring a first distance from the positioning module 1 to the first positioning anchor point 2 and a second distance from the positioning module 1 to the second positioning anchor point 2;
step S32, calculating the vertical distance between the train and a straight line formed by connecting the first positioning anchor point 2 and the second positioning anchor point 2 by combining the pythagorean theorem based on the first distance, the second distance and the third distance between the first positioning anchor point 2 and the second positioning anchor point 2;
and step S33, judging the train running track according to the vertical distance.
When the train runs at the herringbone turnout and the herringbone turnout, the method can further comprise the step S34 of obtaining the left and right steering angles of the train and judging the running track of the train based on the left and right steering angles, the vertical distance and the map data of the train.
As an example, the method further includes step S4, determining that the train is in the rail-changing operation state or the rail-fixing operation state based on the train operation track.
The method is usually positioned once at fixed time intervals, for example, the positioning is performed once every 100 milliseconds, and in the actual application process, because the positioning system has errors, one positioning is easy to misjudge at a turnout. And the train runs according to the orbit strictly in the course of running, therefore can further pass the subway route set, position information of train location is changed into the position on the subway route, to further improve and judge the precision, the said method also includes:
step S51, UWB communication is adopted between the positioning module 1 and the positioning anchor point 2, and train position information is obtained in real time;
step S52, based on the train position information fitting path, obtaining a fitting path slope and an actual turnout slope in the train path set;
and S53, judging whether the error between the fitted path slope and the actual turnout slope is within a preset error threshold range, and if so, determining that the train enters a rail transfer state.
The train operation track judgment system and the train operation track judgment method provided by the embodiment of the invention have the advantages that the distance measurement is carried out through UWB, and the track train operation position information is accurately obtained in real time, so that the train operation track is judged, and the train operation track judgment system and the train operation track judgment method are simple, efficient and high in accuracy. And no matter when the train is static or running, the UWB signal is stable, accurate positioning can be realized, and the positioning accuracy is high. The invention can judge the track by one-dimensional positioning only by deploying one positioning anchor point 2 in the turnout area, is suitable for various application scenes such as narrow roadways and the like, and has low construction cost.
The foregoing describes the general principles of the present application in conjunction with specific embodiments, however, it is noted that the advantages, effects, etc. mentioned in the present application are merely examples and are not limiting, and they should not be considered essential to the various embodiments of the present application. Furthermore, the foregoing disclosure of specific details is for the purpose of illustration and description and is not intended to be limiting, since the foregoing disclosure is not intended to be exhaustive or to limit the disclosure to the precise details disclosed.
The block diagrams of devices, apparatuses, systems referred to in this application are only given as illustrative examples and are not intended to require or imply that the connections, arrangements, configurations, etc. must be made in the manner shown in the block diagrams. These devices, apparatuses, devices, systems may be connected, arranged, configured in any manner, as will be appreciated by those skilled in the art. Words such as "including," "comprising," "having," and the like are open-ended words that mean "including, but not limited to," and are used interchangeably therewith. The words "or" and "as used herein mean, and are used interchangeably with, the word" and/or, "unless the context clearly dictates otherwise. The word "such as" is used herein to mean, and is used interchangeably with, the phrase "such as but not limited to".
It should also be noted that in the devices, apparatuses, and methods of the present application, the components or steps may be decomposed and/or recombined. These decompositions and/or recombinations are to be considered as equivalents of the present application.
The previous description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects without departing from the scope of the application. Thus, the present application is not intended to be limited to the aspects shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
The foregoing description has been presented for purposes of illustration and description. Furthermore, the description is not intended to limit embodiments of the application to the form disclosed herein. While a number of example aspects and embodiments have been discussed above, those of skill in the art will recognize certain variations, modifications, alterations, additions and sub-combinations thereof.
Claims (13)
1. A train operation track judging system is characterized in that,
comprises a positioning module arranged on a train, positioning anchor points arranged along the train track, a map data storage module and a track judgment module, wherein,
the positioning module and the positioning anchor point adopt UWB communication and are used for acquiring distance information between the positioning module and the positioning anchor point and sending the distance information to the track judgment module;
the map data storage module is used for providing map data for the track judgment module;
the track judging module is used for judging the running track of the train based on the received distance information and the map data.
2. The train-running-track judging system according to claim 1,
the track judgment module comprises:
the distance acquisition unit is used for acquiring a first distance from the positioning module to the first positioning anchor point and a second distance from the positioning module to the second positioning anchor point;
the distance calculation unit is used for calculating the vertical distance between the train and a straight line formed by connecting the first positioning anchor point and the second positioning anchor point by combining the Pythagorean theorem on the basis of the first distance, the second distance and the third distance between the first positioning anchor point and the second positioning anchor point;
and the track judging unit is used for judging the running track of the train according to the vertical distance and the map data.
3. The train-running-track judging system according to claim 2,
the positioning module further comprises a gyroscope used for acquiring the left and right steering angles of the train and sending the steering angles to the track judging unit, and the track judging unit judges the running track of the train based on the left and right steering angles of the train, the vertical distance and the map data.
4. The train-running-track judging system according to claim 2 or 3,
the train track state judging module is used for judging that the train is in a track transfer running state or a track fixing running state based on the train running track.
5. The train-running-track judging system according to claim 4,
the positioning module is also used for obtaining train position information in real time by adopting UWB communication with the positioning anchor point;
the track state judging module further comprises a track determining unit, wherein the track determining unit is used for obtaining a fitted path slope and an actual turnout slope in the train path set based on the train position information fitted path, judging whether an error between the fitted path slope and the actual turnout slope is within a preset error threshold range, and if so, determining that the train enters a rail transfer state.
6. The train-running-track judging system according to any one of claims 1 to 3 or 5,
and optical fibers, 485 cables or public networks are adopted for connection between the positioning anchor points or between the positioning anchor points and the track judgment module, or WiFi channel communication is established between the positioning anchor points.
7. The train-running-track judging system according to any one of claims 1 to 3 or 5,
the map data storage module is also used for updating the map data at regular time.
8. The train-running-track judging system according to any one of claims 1 to 3 or 5,
the system also comprises a data archiving module used for recording the train running track information.
9. A train operation track judgment method is characterized by comprising the following steps:
the method comprises the following steps that UWB communication is adopted between a positioning module and a positioning anchor point, distance information between the positioning module and the positioning anchor point is obtained, the positioning module is installed on a train, and the positioning anchor point is arranged along a train track;
acquiring map data;
and judging the running track of the train based on the distance information and the map data.
10. The method for judging a running track of a train according to claim 9,
the judging of the train running track based on the distance information and the map data includes:
acquiring a first distance from a positioning module to a first positioning anchor point and a second distance from the positioning module to a second positioning anchor point;
calculating the vertical distance between the train and a straight line formed by connecting the first positioning anchor point and the second positioning anchor point by combining the pythagorean theorem on the basis of the first distance, the second distance and the third distance between the first positioning anchor point and the second positioning anchor point;
and judging the running track of the train according to the vertical distance.
11. The method for judging a running track of a train according to claim 10,
and acquiring the left and right steering angles of the train, and judging the running track of the train based on the left and right steering angles, the vertical distance and the map data of the train.
12. The train-running-track judging method according to claim 10 or 11,
further comprising: and judging that the train is in a rail-changing running state or a rail-fixing running state based on the train running track.
13. The method for judging a running track of a train according to claim 12,
further comprising: UWB communication is adopted between the positioning module and the positioning anchor point, and train position information is acquired in real time;
fitting a path based on the train position information to obtain a fitted path slope and an actual turnout slope in the train path set;
and judging whether the error between the fitted path slope and the actual turnout slope is within a preset error threshold range, and if so, determining that the train enters a rail transfer state.
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