CN112265570B - Train positioning method and system - Google Patents
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- CN112265570B CN112265570B CN202011163343.1A CN202011163343A CN112265570B CN 112265570 B CN112265570 B CN 112265570B CN 202011163343 A CN202011163343 A CN 202011163343A CN 112265570 B CN112265570 B CN 112265570B
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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
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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Abstract
The embodiment of the invention provides a train positioning method and a train positioning system, which comprise the following steps: acquiring master/standby network MR information reported by a train-mounted TAU according to a preset period; sending the primary and standby network MR information and the base station Cell ID information to an OMC system; and the OMC system compares the primary and standby network MR information and the base station Cell ID information with reference data, and obtains the actual physical position of the train according to a preset algorithm. The embodiment of the invention carries out train position positioning by adopting the active/standby dual-network MR information reported based on the vehicle-mounted TAU, can replace the traditional train positioning system, avoids repeated construction and saves equipment investment cost.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train positioning method and system.
Background
In a rail transit scene, due to the fact that a train is high in running speed and small in scheduling interval, in order to guarantee driving safety and running efficiency, a train scheduling and control system needs to master accurate position information of the train in real time.
In the current rail transit system, train positioning mainly depends on building special trackside and vehicle-mounted positioning equipment to carry out train position positioning, and the investment cost is higher.
Therefore, a new method for positioning a train in rail transit needs to be provided.
Disclosure of Invention
The embodiment of the invention provides a train positioning method and system, which are used for solving the defect of high investment cost caused by the fact that special equipment is needed for train positioning in the prior art.
In a first aspect, an embodiment of the present invention provides a train positioning method, including:
acquiring master/standby network MR information reported by a train-mounted TAU according to a preset period;
sending the primary and standby network MR information and the base station Cell ID information to an OMC system;
and the OMC system compares the primary and standby network MR information and the base station Cell ID information with reference data, and obtains the actual physical position of the train according to a specific algorithm.
Preferably, the acquiring, according to the preset period, the MR information of the primary and standby networks reported by the train-mounted TAU includes:
the method comprises the steps that RSRP coverage distribution data along a rail are collected, and a positioning reference database is established based on the RSRP coverage distribution data;
acquiring a plurality of pieces of MR information containing RSRP reported by the vehicle-mounted TAU of the main standby network according to the preset period;
extracting a plurality of corresponding time points in the plurality of MR information, sequentially adopting the RSRP of the previous time point and the RSRP of the current time point to carry out averaging operation, and then taking the average as the RSRP of the current time point, and so on until the RSRP of the time points is obtained;
and obtaining a corrected positioning reference database based on the RSRP of all the time points.
Preferably, the obtaining a corrected positioning reference database based on the RSRP of all the time points specifically includes:
acquiring a time point when the train reaches any two adjacent base stations and the distance between any two base stations;
obtaining the distance from the train to one of the two arbitrary adjacent base stations at any moment based on the time points of the two arbitrary adjacent base stations and the distance between the two arbitrary base stations;
and obtaining the corrected positioning reference database based on the corresponding relation between the distance from the train to one of the two random adjacent base stations at any moment and the Cell ID, the left-right mileage direction and the RSRP information of the base station to which the train belongs.
Preferably, the OMC system compares the primary and secondary network MR information and the base station Cell ID information with reference data, and obtains an actual physical position of the train according to a preset algorithm, and specifically includes:
determining a base station Cell where the train is located based on Cell ID information reported by a base station, and finishing primary positioning;
determining the left and right side mileage directions of a base station Cell to which a vehicle-mounted TAU of the train belongs according to Cell ID and RSRP information of a main standby network received at the same time point;
and comparing the RSRP reported by the vehicle-mounted TAU of the main network with the data stored by the OMC system to determine the actual physical position of the train.
Preferably, the determining, based on Cell ID information reported by the base station, a Cell of the base station where the train is located to complete the preliminary positioning specifically includes:
and if the acquired Cell ID information reported by the base station is a Cell ID value corresponding to any one of the main and standby networks and any one of the base stations, determining that the train head is positioned in the coverage range of any one of the base stations.
Preferably, the determining, according to the Cell ID and RSRP information of the master and standby networks received at the same time point, the left and right mileage directions of the base station Cell to which the vehicle-mounted TAU of the train belongs specifically includes:
acquiring RSRP reported by main and standby network vehicle-mounted TAUs at the same time point, a main network base station Cell ID and a standby network base station Cell ID;
respectively extracting a first main network base station Cell ID and a first standby network base station Cell ID corresponding to a first base station in any two adjacent base stations, and a second main network base station Cell ID and a second standby network base station Cell ID corresponding to a second base station;
setting a vehicle-mounted TAU at the head of the train to access the second base station and a vehicle-mounted TAU at the tail of the train to access the first base station;
when the primary network base station Cell ID is equal to the second primary network base station Cell ID, if the standby network base station Cell ID is judged to be equal to the second standby network base station Cell ID, the train is not in the switching zone position, and the left and right mileage direction of the train is judged according to RSRP reported by the primary and standby network vehicle TAU;
if the standby network base station Cell ID is judged to be not equal to the second standby network base station Cell ID, the train is located at a switching zone position, if the standby network base station Cell ID is judged to be equal to the first standby network base station Cell ID, the train head is judged to be located at the left switching zone position of the second base station, otherwise, the standby network base station Cell ID data is judged to be wrong, and the position information of the current time point is discarded.
Preferably, the determining, according to the RSRP reported by the active/standby network vehicle-mounted TAU, the left and right mileage directions of the train includes:
and when the RSRP of the main network is greater than the RSRP of the standby network, judging that the train head is positioned on the left side of the second base station, otherwise, judging that the train head is positioned on the right side of the second base station.
In a second aspect, an embodiment of the present invention further provides a train positioning system, including:
the acquisition module is used for acquiring the MR information of the main standby network reported by the TAU of the train according to a preset period;
the sending module is used for sending the MR information of the main standby network and the Cell ID information of the base station to an OMC system;
and the processing module is used for comparing the master and standby network MR information and the base station Cell ID information with reference data by the OMC system and obtaining the actual physical position of the train according to a preset algorithm.
In a third aspect, an embodiment of the present invention further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and running on the processor, where the processor implements the steps of any one of the above-mentioned train positioning methods when executing the program.
In a fourth aspect, the present invention further provides a non-transitory computer readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to implement the steps of the train positioning method as described in any one of the above.
According to the train positioning method and system provided by the embodiment of the invention, the train position is positioned by adopting the primary and standby dual-network MR information reported based on the vehicle-mounted TAU, so that the traditional train positioning system can be replaced, the repeated construction is avoided, and the equipment investment cost is saved.
Drawings
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 train positioning method according to an embodiment of the present invention;
FIG. 2 is a flow chart of train positioning provided by an embodiment of the present invention;
fig. 3 is a schematic diagram of RSRP coverage distribution along a railway provided by an embodiment of the present invention;
fig. 4 is a flowchart of determining the position of the left and right sides of the train base station according to the embodiment of the present invention;
fig. 5 is a schematic structural diagram of a train positioning system provided in an embodiment of the present invention;
fig. 6 is a schematic structural diagram of an electronic device according to an 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.
With the development of the Long Term Evolution-Metro (LTE-M) technology into a Data Communication System (DCS) vehicle-ground wireless Communication mainstream technology, the technology is used for wireless transmission of information such as a Train and a trackside device (CBTC), and the like, and A, B network redundancy backup is formed by two completely independent LTE-M networks, so as to improve the reliability of Data transmission. Aiming at the problems in the prior art, the embodiment of the invention mainly utilizes the MR information of a terminal of A, B network TAU (Train Access Unit) in a rail transit LTE-M Train-ground wireless communication system to position the subway Train, does not need to invest special trackside and vehicle-mounted positioning equipment, and saves investment cost.
Fig. 1 is a schematic flow chart of a train positioning method provided in an embodiment of the present invention, as shown in fig. 1, including:
s1, acquiring MR information of the main standby network reported by the TAU according to a preset period;
during the debugging period of the motor train of the LTE-M system, the base station issues configuration to the TAU on the train to be tested, taking the example that the TAU at the train head is accessed into an LTE A network and the TAU at the train tail is accessed into an LTE B network, and the configuration comprises a time period of the TAU for periodically reporting the RSRP (Reference Signal Receiving Power).
S2, sending the primary and standby network MR information and the base station Cell ID information to an OMC system;
an Operation and Maintenance Center (OMC) network management system of an LTE-M system in a motor vehicle debugging stage records MR information containing RSRP reported by vehicle-mounted TAUs along a rail, and establishes RSRP databases of various physical positions along the rail.
S3, the OMC system compares the primary and secondary network MR information and the base station Cell ID information with reference data, and obtains an actual physical location of the train according to a preset algorithm, where an overall flowchart is shown in fig. 2.
In the train operation stage, the RSRP information reported in real time by the vehicle-mounted TAU of the A, B network is compared with the RSRP data recorded by the OMC, and the actual physical position of the train is determined after revision.
The embodiment of the invention can replace the traditional train positioning system by adopting the active/standby LTE-M dual-network MR information reported based on the vehicle-mounted TAU to position the train, thereby avoiding the repeated construction and saving the equipment investment cost.
Based on the above embodiment, the method step S1 includes:
collecting RSRP coverage distribution data along a rail, and establishing a positioning reference database based on the RSRP coverage distribution data;
acquiring a plurality of pieces of MR information containing RSRP reported by the vehicle-mounted TAU of the main standby network according to the preset period;
extracting a plurality of corresponding time points in the plurality of MR information, sequentially adopting the RSRP of the previous time point and the RSRP of the current time point to carry out averaging operation, and then taking the average as the RSRP of the current time point, and so on until the RSRP of the time points is obtained;
and obtaining a corrected positioning reference database based on the RSRP of all the time points.
Wherein the obtaining of the corrected positioning reference database based on the RSRP of all the time points specifically includes:
acquiring a time point when the train reaches any two adjacent base stations and the distance between any two base stations;
obtaining the distance from the train to one of the two arbitrary adjacent base stations at any moment based on the time points of the two arbitrary adjacent base stations and the distance between the two arbitrary base stations;
and obtaining the corrected positioning reference database based on the corresponding relation between the distance from the train to one of the two random adjacent base stations at any moment and the Cell ID, the left-right mileage direction and the RSRP information of the base station to which the train belongs.
Specifically, RSRP coverage distribution data along a rail is acquired by a test train running at a constant speed along the rail once, a positioning reference database is established, A, B network vehicle-mounted TAUs report MR information containing RSRPs to a base station according to a time period issued by the base station in the period, the base station forwards the RSRPs, Cell IDs (identities), timestamps and other information to an OMC (operation management center) in real time after receiving the MR information reported by the TAUs, in order to reduce the influence of fast fading of a wireless environment, the OMC carries out smoothing processing on the received RSRPs, the received RSRPs at the last time point and the RSRPs at the current time point are sequentially subjected to averaging operation and then serve as the RSRPs at the current time point to be stored, and the like.
Referring to fig. 3, the signal coverage distribution along the rail obtained according to RSRP drive test data is assumed that the time when the train reaches the base station 1 and the time when the train reaches the base station 2 are ts1 and ts2, respectively, and the distance between the base station 1 and the base station 2 can be determined as D from the distribution point planning of the base stations, so that the distance between the ts train and the base station 2 at any time can be determined as D (ts2-ts)/(ts2-ts1), and the OMC establishes the corresponding relationship between the physical position along the rail and the information such as the base station Cell ID, the left and right mileage directions, and the RSRP (assuming that the position of the head TAU of the train is determined as the position of the train) according to the corresponding relationship, and stores the corresponding relationship into a database as reference data for positioning the position of the subsequent train.
Based on any of the above embodiments, step S3 in the method specifically includes:
determining a base station Cell where the train is located based on Cell ID information reported by a base station, and finishing primary positioning;
determining the left and right side mileage directions of a base station Cell to which a vehicle-mounted TAU of the train belongs according to Cell ID and RSRP information of a main standby network received at the same time point;
and comparing the RSRP reported by the vehicle-mounted TAU of the main network with the data stored by the OMC system to determine the actual physical position of the train.
The determining, based on Cell ID information reported by a base station, a Cell of the base station where the train is located to complete preliminary positioning specifically includes:
and if the acquired Cell ID information reported by the base station is a Cell ID value corresponding to any one of the main and standby networks and any one of the base stations, determining that the train head is positioned in the coverage range of any one of the base stations.
The method includes the steps that according to Cell ID and RSRP information of the main and standby networks received at the same time point, the left and right mileage directions of a base station Cell to which a vehicle-mounted TAU of the train belongs are determined, and the method specifically includes the following steps:
acquiring RSRP reported by main and standby network vehicle-mounted TAUs at the same time point, a main network base station Cell ID and a standby network base station Cell ID;
respectively extracting a first main network base station Cell ID and a first standby network base station Cell ID corresponding to a first base station in any two adjacent base stations, and a second main network base station Cell ID and a second standby network base station Cell ID corresponding to a second base station;
setting a train-head TAU of the train to access the second base station and a train-tail TAU of the train to access the first base station;
when the primary network base station Cell ID is equal to the second primary network base station Cell ID, if the fact that the standby network base station Cell ID is equal to the second standby network base station Cell ID is judged and known, the train is not in the switching zone position, and the left and right mileage direction of the train is judged according to RSRP reported by the primary network base station vehicle TAU;
if the standby network base station Cell ID is judged to be not equal to the second standby network base station Cell ID, the train is located at a switching zone position, if the standby network base station Cell ID is judged to be equal to the first standby network base station Cell ID, the train head is judged to be located at the left switching zone position of the second base station, otherwise, the standby network base station Cell ID data is judged to be wrong, and the position information of the current time point is discarded.
The judging of the left and right mileage directions of the train according to the RSRP reported by the main and standby network vehicle-mounted TAU specifically includes:
and when the RSRP of the main network is greater than the RSRP of the standby network, judging that the train head is positioned on the left side of the second base station, otherwise, judging that the train head is positioned on the right side of the second base station.
Specifically, in the train operation period, the A, B network vehicle-mounted TAU reports MR information containing RSRP to the base station according to a time period issued by the base station, the base station forwards the information such as Cell ID and the like to the OMC, after receiving the information forwarded by the base station, the OMC performs the smoothing processing on the RSRP in the step 2 and then compares the smoothing processing with reference data stored in a database, and the actual physical position of the train is determined according to the following steps.
Firstly, a base station Cell where a train is located is determined according to Cell ID information reported by a base station, and preliminary positioning is performed, as shown in fig. 3, for example, when a Cell ID value of reported information is PCIa2, by retrieving data stored in a database, it can be determined that a train head is located within a coverage range of a PCIa2 base station.
Secondly, determining the left and right mileage directions of the Cell of the base station to which the train TAU belongs according to the A, B network Cell ID and RSRP information received by the same time point, as shown in fig. 3, assuming that RSRPa and RSRPb respectively represent RSRP values reported by A, B network TAU at the same time, PCIa and PCIb respectively represent Cell IDs of the base station to which A, B network TAU belongs, PCIb1 and PCIb2 respectively represent Cell IDs of B network base station 1 and B network base station 2 stored in the database, and the OMC database stores paired Cell ID configuration values of the same site A, B network base station, as shown in fig. 3, Cell IDs of A, B network base station of site 1 are PCIa1 and PCIb1, Cell IDs of A, B network base station of site 2 are PCIa2 and PCIb2, except for the switching domains of adjacent base stations, the Cell ID of the head TAU (a network) and tail TAU (B network) at the same time point will be paired with Cell areas corresponding Cell IDs, and only the Cell area of the adjacent base station will be switched, this pair-wise relationship will change. Judging whether the train is located in a switching zone or not according to the change conditions of the PCIa and the PCIb reported at the same time point, as shown in fig. 3, when the train head TAU is located in the cell range of the PCIa2 base station (namely, the PCIa is PCIa2), if the PCIb is PCIb2, it is indicated that the train is not located in the switching zone, further judging the left and right mileage directions of the train according to the relationship between RSRPa and RSRPb, and when the RSRPa is greater than the RSRPb, judging that the train head is located on the left side of the base station 2, as shown at time point t2 in fig. 3; otherwise, judging that the train head is positioned at the right side of the base station, such as a time point t3 in fig. 3; if PCIb ≠ PCIb2, it is indicated that the train may be located at the switching zone position, when PCIb ≠ PCIb1, it is determined that the train head is located at the switching zone position on the left side of the base station, as shown by a time point t1 in FIG. 3, otherwise, it is determined that the data of the PCIb is wrong, the time point position information is discarded, and a flow chart for determining the position of the left side and the right side of the train base station is shown in FIG. 4.
And finally, comparing the RSRP value reported by the TAU of the A network with the data stored by the OMC, and finally determining the actual physical position of the train head.
It can be understood that the actual RSRP values detected and reported by the TAU of different trains have a certain error, but the RSRP distribution trends detected over the entire rail are consistent, the RSRP reported each time a train passes through a near-point position of a base station is compared with the near-point data of the base station stored in the database, the ratio of the two RSRP values is used as a correction coefficient, the actual detection values of other positions are divided by the correction coefficient, and the result is used as the corrected RSRP value, so as to improve the positioning accuracy of the train.
The present invention will be described with reference to a specific embodiment based on any of the above embodiments.
As shown in fig. 2, the base station issues a configuration of MR periodic reporting when the TAU is accessed, where the reporting period may be set to 120ms or 240 ms; in the process of testing the motor train, an A, B network TAU reports MR information containing RSRP data to base stations along the line periodically according to configured time intervals, and the base stations together with the RSRP, Cell ID, timestamp and other information are forwarded to an OMC; the OMC establishes a corresponding relation between the physical position of the rail along the line and the Cell ID, the left and right mileage direction of the base station and the RSRP according to the received RSRP information and the base station position plan; the base station receives the MR information sent by the TAU continuously during the operation and forwards the MR information to the OMC; the OMC corrects the received data, determines a base station Cell where the vehicle head is located according to the Cell ID information of the A network, and determines the left and right mileage directions of the base station Cell where the vehicle head is located according to the comparison of A, B network RSRP data received by the OMC at the same time point; and finally, the OMC determines the final actual position of the TAU according to the comparison result of the RSRP of the A network and the RSRP stored in the database.
The train positioning system provided by the embodiment of the invention is described below, and the train positioning system described below and the train positioning method described above can be referred to correspondingly.
Fig. 5 is a schematic structural diagram of a train positioning system provided in an embodiment of the present invention, as shown in fig. 5, including: an acquisition module 51, a sending module 52 and a processing module 53; wherein:
the obtaining module 51 is configured to obtain, according to a preset period, master/standby network MR information reported by a train-mounted TAU; the sending module 52 is configured to send the MR information of the primary and standby networks and the Cell ID information of the base station to the OMC system; the processing module 53 is configured to compare the primary and secondary network MR information and the base station Cell ID information with reference data by the OMC system, and obtain an actual physical position of the train according to a preset algorithm.
The embodiment of the invention can replace the traditional train positioning system by adopting the active/standby LTE-M dual-network MR information reported based on the vehicle-mounted TAU to position the train, thereby avoiding the repeated construction and saving the equipment investment cost.
Fig. 6 illustrates a physical structure diagram of an electronic device, which may include, as shown in fig. 6: a processor (processor)610, a communication Interface (Communications Interface)620, a memory (memory)630 and a communication bus 640, wherein the processor 610, the communication Interface 620 and the memory 630 communicate with each other via the communication bus 640. The processor 610 may invoke logic instructions in the memory 630 to perform a train location method comprising: acquiring master/standby network MR information reported by a train-mounted TAU according to a preset period; sending the primary and standby network MR information and the base station Cell ID information to an OMC system; and the OMC system compares the MR information of the main standby network and the Cell ID information of the base station with reference data, and obtains the actual physical position of the train according to a preset algorithm.
In addition, the logic instructions in the memory 630 may be implemented in software functional units and stored in a computer readable storage medium when the logic instructions are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In another aspect, an embodiment of the present invention further provides a computer program product, where the computer program product includes a computer program stored on a non-transitory computer-readable storage medium, the computer program includes program instructions, and when the program instructions are executed by a computer, the computer is capable of executing the train positioning method provided by the foregoing method embodiments, where the method includes: acquiring primary and standby network MR information reported by a TAU (train-mounted terminal unit) according to a preset period; sending the primary and standby network MR information and the base station Cell ID information to an OMC system; and the OMC system compares the MR information of the main standby network and the Cell ID information of the base station with reference data, and obtains the actual physical position of the train according to a preset algorithm.
In still another aspect, an embodiment of the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program is implemented by a processor to perform the train positioning method provided in the foregoing embodiments, and the method includes: acquiring primary and standby network MR information reported by a TAU (train-mounted terminal unit) according to a preset period; sending the primary and standby network MR information and the base station Cell ID information to an OMC system; and the OMC system compares the MR information of the main standby network and the Cell ID information of the base station with reference data, and obtains the actual physical position of the train according to a preset algorithm.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (8)
1. A train positioning method, comprising:
acquiring primary and standby network MR information reported by a TAU (train-mounted terminal unit) according to a preset period;
sending the master and standby network MR information and the base station CellID information to an OMC system;
the OMC system compares the MR information of the main standby network and the CellID information of the base station with reference data, and obtains the actual physical position of the train according to a preset algorithm;
the OMC system compares the MR information of the main standby network and the CellID information of the base station with reference data, and obtains the actual physical position of the train according to a preset algorithm, which specifically comprises the following steps:
determining a base station cell where the train is located based on the CellID information reported by the base station, and finishing primary positioning;
determining the left and right side mileage directions of a base station cell to which a vehicle-mounted TAU of the train belongs according to CellID and RSRP information of the main and standby networks received at the same time point;
comparing the RSRP reported by the vehicle-mounted TAU of the main network with the data stored by the OMC system to determine the actual physical position of the train;
the method for determining the mileage directions of the left side and the right side of the base station cell to which the vehicle-mounted TAU of the train belongs according to the CellID and the RSRP information of the main standby network received at the same time point specifically comprises the following steps:
acquiring RSRP reported by main and standby network vehicle-mounted TAUs at the same time point, a main network base station CellID and a standby network base station CellID;
respectively extracting a first main network base station CellID and a first standby network base station CellID corresponding to a first base station in any two adjacent base stations, and a second main network base station CellID and a second standby network base station CellID corresponding to a second base station;
setting a train-head TAU of the train to access the second base station and a train-tail TAU of the train to access the first base station;
when the primary network base station CellID is equal to the second primary network base station CellID, if the fact that the standby network base station CellID is equal to the second standby network base station CellID is obtained through judgment, the train is not in a switching zone position, and the left and right mileage directions of the train are judged according to RSRP reported by the primary and standby network vehicle-mounted TAUs;
if the backup network base station CellID is judged to be not equal to the second backup network base station CellID, the train is located at the switching zone position, if the backup network base station CellID is judged to be equal to the first backup network base station CellID, the train head is judged to be located at the switching zone position on the left side of the second base station, otherwise, the backup network base station CellID is judged to be wrong in data, and the position information of the current time point is discarded.
2. The train positioning method according to claim 1, wherein the acquiring, according to a preset period, MR information of the active/standby network reported by the train-mounted TAU includes:
the method comprises the steps that RSRP coverage distribution data along a rail are collected, and a positioning reference database is established based on the RSRP coverage distribution data;
acquiring a plurality of pieces of MR information containing RSRP reported by the vehicle-mounted TAU of the main standby network according to the preset period;
extracting a plurality of corresponding time points in the plurality of MR information, sequentially adopting the RSRP of the previous time point and the RSRP of the current time point to carry out averaging operation, and then taking the average as the RSRP of the current time point, and so on until the RSRP of the time points is obtained;
and obtaining a corrected positioning reference database based on the RSRP of all the time points.
3. The train positioning method according to claim 2, wherein the obtaining of the corrected positioning reference database based on the RSRP at all the time points specifically includes:
acquiring a time point when the train reaches any two adjacent base stations and the distance between any two base stations;
obtaining the distance from the train to one of the two arbitrary adjacent base stations at any moment based on the time points of the two arbitrary adjacent base stations and the distance between the two arbitrary base stations;
and obtaining the corrected positioning reference database based on the corresponding relation between the distance from the train to one of the two adjacent base stations at any moment and the CellID, the left and right mileage directions and the RSRP information of the base station to which the train belongs.
4. The train positioning method according to claim 1, wherein the determining a base station cell where the train is located based on the CellID information reported by the base station to complete the preliminary positioning specifically comprises:
and if the obtained CellID information reported by the base station is a CellID value corresponding to any one of the master and standby networks and any one base station, determining that the head of the train is positioned in the coverage range of any one base station.
5. The train positioning method according to claim 1, wherein the determining, according to the RSRP reported by the active/standby network vehicle-mounted TAU, the left and right mileage directions of the train includes:
and when the RSRP of the main network is greater than the RSRP of the standby network, judging that the train head is positioned on the left side of the second base station, otherwise, judging that the train head is positioned on the right side of the second base station.
6. A train positioning system, comprising:
the acquisition module is used for acquiring the MR information of the main standby network reported by the TAU of the train according to a preset period;
the sending module is used for sending the primary and standby network MR information and the base station CellID information to an OMC system;
the processing module is used for comparing the MR information of the main and standby networks and the CellID information of the base station with reference data by the OMC system and obtaining the actual physical position of the train according to a preset algorithm;
the processing module is specifically configured to:
determining a base station cell where the train is located based on the CellID information reported by the base station, and finishing primary positioning;
determining the left and right side mileage directions of a base station cell to which a vehicle-mounted TAU of the train belongs according to CellID and RSRP information of the main and standby networks received at the same time point;
comparing the RSRP reported by the vehicle-mounted TAU of the main network with the data stored by the OMC system, and determining the actual physical position of the train;
the determining, according to CellID and RSRP information of the master and standby networks received at the same time point, left and right mileage directions of a base station cell to which a vehicle-mounted TAU of the train belongs specifically includes:
acquiring RSRP reported by main and standby network vehicle-mounted TAUs at the same time point, a main network base station CellID and a standby network base station CellID;
respectively extracting a first main network base station CellID and a first standby network base station CellID corresponding to a first base station in any two adjacent base stations, and a second main network base station CellID and a second standby network base station CellID corresponding to a second base station;
setting a train-head TAU of the train to access the second base station and a train-tail TAU of the train to access the first base station;
when the primary network base station CellID is equal to the second primary network base station CellID, if the fact that the standby network base station CellID is equal to the second standby network base station CellID is obtained through judgment, the train is not in a switching zone position, and the left and right mileage directions of the train are judged according to RSRP reported by the primary and standby network vehicle-mounted TAUs;
if the backup network base station CellID is judged to be not equal to the second backup network base station CellID, the train is located at a switching zone position, if the backup network base station CellID is judged to be equal to the first backup network base station CellID, the train head is judged to be located at the switching zone position on the left side of the second base station, otherwise, the backup network base station CellID is judged to be wrong, and the position information of the current time point is discarded.
7. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the steps of the train localization method according to any of claims 1 to 5 are implemented when the program is executed by the processor.
8. A non-transitory computer readable storage medium having stored thereon a computer program, wherein the computer program when executed by a processor implements the steps of the train localization method according to any one of claims 1 to 5.
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| CN113085960B (en) * | 2021-04-30 | 2023-03-24 | 国能朔黄铁路发展有限责任公司 | Train protection system, method and storage medium |
| CN115942246B (en) * | 2023-03-10 | 2023-05-12 | 成都睿的欧科技有限公司 | Subway vehicle fine positioning method and system based on LTE wireless signal cell |
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