CN113276912B - Train positioning method and system based on cross induction loop - Google Patents
Train positioning method and system based on cross induction loop Download PDFInfo
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- CN113276912B CN113276912B CN202110828315.5A CN202110828315A CN113276912B CN 113276912 B CN113276912 B CN 113276912B CN 202110828315 A CN202110828315 A CN 202110828315A CN 113276912 B CN113276912 B CN 113276912B
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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 vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
Abstract
The invention relates to a train positioning method and a train positioning system based on cross induction loop wires, wherein the method comprises the following steps: the vehicle-mounted ATP verifies the position of the loop line boundary by detecting the position when the area identification number is received; the vehicle-mounted ATP judges the running direction of the current line through a loop line position number sent by a ground loop line; the vehicle-mounted ATP continuously receives the loop line position number to complete the positioning initialization of the train; after the train is positioned, the vehicle-mounted ATP receives position signals of the intersection points or the effective loop line boundaries in the expected window, and corrects the current position of the train; the system includes an on-board ATP and a ground loop. The invention has the effect of positioning the train through the vehicle-mounted ATP under the condition of not storing a line electronic map.
Description
Technical Field
The application relates to the technical field of train positioning, in particular to a train positioning method and system based on cross induction loop.
Background
At present, an automatic train protection system (ATP) has the function that when a train exceeds a specified speed, the train is automatically braked, when vehicle-mounted equipment receives ground speed limit information, the information is processed and then compared with an actual speed, and when the actual speed of the train exceeds the speed limit, a braking device controls the train to output and brake.
In a general CBTC (train automatic control system based on communication), ground trackside equipment sends information (mobile authorization) of a dangerous point in front of a train to vehicle-mounted equipment through wireless communication, the vehicle-mounted equipment utilizes equipment such as a ground transponder and the like, and combines speed measurement and distance measurement and an electronic map to establish train positioning, then a train speed protection curve is calculated in real time according to information such as line fixed speed limit, temporary speed limit and mobile authorization, and the train running speed is monitored. The vehicle-mounted ATP realizes train overspeed protection control through modes of cutting off traction, common braking, emergency braking and the like.
In view of the above-mentioned related technologies, the inventor believes that the defects that the trackside wireless communication requires the erection of a base station, the laying of a large number of communication cables, and the arrangement of many active or passive transponders along the track, and the equipment cost is high. For shorter lines, the onboard ATP may store the electronic map in its own device, but when the line is longer or needs to run across lines, it becomes less practical to store an excessively large electronic map.
Disclosure of Invention
In order to conveniently send the relative position of the train to the ground, the train is positioned through the vehicle-mounted ATP under the condition that a line electronic map is not required to be stored, and the train positioning method and the train positioning system based on the cross induction loop are provided.
In a first aspect, the invention discloses a train positioning method based on cross induction loop, which comprises the following steps:
the vehicle-mounted ATP verifies the position of the loop line boundary by detecting the position when the area identification number is received;
the vehicle-mounted ATP judges the running direction of the current line through a loop line position number sent by a ground loop line;
and the vehicle-mounted ATP continuously receives the loop line position number to complete the positioning initialization of the train.
Further, after the train is located, the vehicle-mounted ATP receives a position signal of an intersection point or an effective loop boundary in an expected window, and corrects the current position of the train, where the method specifically includes:
the ATP host determines the running direction and the counting direction of the train through the area identification number and the sequence of the loop line boundary;
checking the current train line running direction by the vehicle-mounted ATP;
the vehicle-mounted ATP continuously receives signals, and needs to receive an effective new area identifier message within a specified distance after receiving the position of the last packet of effective old area identifier message.
Furthermore, the method further comprises the step of monitoring the train position in real time by the cooperation of the ground equipment and the vehicle-mounted ATP, and specifically comprises the following steps:
after the train is positioned by the vehicle-mounted ATP, dynamically calculating the position number and the accurate position of the train;
the vehicle-mounted ATP sends the running direction and the position of the train to ground equipment;
the vehicle-mounted ATP receives the calling position number of the ground, and the calling position of the ground equipment in the next period is the actual position number calculated by the vehicle-mounted ATP in the period through interaction with the ground equipment;
and the ground ATP equipment calculates various parameters according to the relative position of the train sent by the vehicle ATP and by combining various information.
Further, in correcting the current position of the train, the vehicle-mounted ATP first records the position of a reference point, which needs to be within an expected window to be a reference point for correcting the position.
Furthermore, when the vehicle-mounted ATP train is positioned, if the vehicle-mounted ATP continuously loses two or three intersections, the two intersections need to be continuously received; the first intersection of a new loop after each loop boundary should be identified within the expected window; when the ATP judges that the train passes through the loop line boundary, the calculation is started from the position of receiving the message of the last packet of the effective old area identifier, and the message of the effective new area identifier is received within the specified distance; otherwise the position fix is lost.
Furthermore, the vehicle-mounted ATP calculates the accumulated error of distance measurement according to the train running distance from a certain position signal point, and when the positioning error exceeds the maximum positioning error of the train, the positioning is considered to be lost; after the vehicle-mounted ATP corrects the positioning, the accumulated error of the distance measurement is cleared.
Still further, the parameters include one or more of: and the movement authorization, the target speed, the target distance and the braking coefficient adopted by the vehicle-mounted ATP calculation speed limit curve.
Furthermore, the vehicle-mounted ATP verifies the position of the loop line boundary by detecting the position when the area identification number is received, and specifically includes: if the position of the loop boundary is between the position of the last packet of valid old area identification message received by the ATP and the position of the last packet of valid new area identification message received by the ATP, the position of the loop boundary is valid, otherwise, the position of the loop boundary is judged to be invalid.
In another aspect, the present invention discloses a train positioning system, comprising a vehicle-mounted ATP and a ground loop, wherein,
the vehicle-mounted ATP is used for detecting the position when the area identification number is received to verify the position of the loop line boundary;
the vehicle-mounted ATP is used for receiving the loop position number sent by the ground loop to judge the running direction of the current line and establish positioning, so that the positioning initialization of the train is completed.
Furthermore, after the train is located, the vehicle ATP is further configured to correct the current position of the train according to the received position signal of the intersection or the effective loop boundary in the expected window, where the method specifically includes:
the ATP host determines the running direction and the counting direction of the train through the area identification number and the sequence of the loop line boundary;
checking the current train line running direction by the vehicle-mounted ATP;
the vehicle-mounted ATP continuously receives signals, and needs to receive an effective new area identifier message within a specified distance after receiving the position of the last packet of effective old area identifier message.
Furthermore, the system further comprises ground equipment, wherein the ground equipment and the vehicle-mounted ATP cooperate to perform real-time monitoring of the train position, and specifically comprises:
after the train is positioned by the vehicle-mounted ATP, dynamically calculating the position number and the accurate position of the train;
the vehicle-mounted ATP sends the running direction and the position of the train to ground equipment;
the vehicle-mounted ATP receives the calling position number of the ground, and the calling position of the ground equipment in the next period is the actual position number calculated by the vehicle-mounted ATP in the period through interaction with the ground equipment;
and the ground ATP equipment calculates train parameters according to the relative position of the train sent by the vehicle ATP and by combining various information.
The invention has at least the following technical effects:
the vehicle-mounted ATP does not need to rely on a stored electronic map, and the risk of inconsistent versions of the electronic map between vehicles and places is avoided; when the route is too long or the train needs to run across the line, the train can be positioned by the method; and information interaction is periodically carried out between the train and the ground so as to ensure the real-time performance of train control.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
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 diagram of the system architecture in the application example;
FIG. 2 is a schematic diagram of the ground loop arrangement in the embodiment of the application;
FIG. 3 is a flow chart of an embodiment of the method for establishing a position fix and position report for an onboard ATP;
FIG. 4 is a flow chart of cross point alignment in the application embodiment.
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.
Referring to fig. 1, there is shown a system architecture diagram of the present method,
the embodiment of the application discloses a train positioning system, which comprises a vehicle-mounted ATP and a ground loop, wherein the vehicle-mounted ATP is used for detecting the position when an area identification number is received to verify the position of the boundary of the loop;
the vehicle-mounted ATP is used for receiving the loop position number sent by the ground loop to judge the running direction of the current line and establish positioning, so that the positioning initialization of the train is completed.
After the train is located, the vehicle-mounted ATP is further configured to correct the current position of the train according to the received position signal of the intersection point or the effective loop boundary in the expected window, and specifically includes:
the ATP host determines the running direction and the counting direction of the train through the area identification number and the sequence of the loop line boundary;
checking the current train line running direction by the vehicle-mounted ATP;
the vehicle-mounted ATP continuously receives signals, and needs to receive an effective new area identifier message within a specified distance after receiving the position of the last packet of effective old area identifier message.
The above train positioning system further includes a ground device, wherein the ground device cooperates with the vehicle-mounted ATP to perform real-time monitoring of the train position, specifically including:
after the train is positioned by the vehicle-mounted ATP, dynamically calculating the position number and the accurate position of the train;
the vehicle-mounted ATP sends the running direction and the position of the train to ground equipment;
the vehicle-mounted ATP receives the calling position number of the ground, and the calling position of the ground equipment in the next period is the actual position number calculated by the vehicle-mounted ATP in the period through interaction with the ground equipment;
and the ground ATP equipment calculates various parameters according to the relative position of the train sent by the vehicle ATP and by combining various information.
Referring to fig. 1, the train positioning system further includes a loop receiving and transmitting device vehicle TWC, a human-computer interaction HMI, and a speed measuring unit. The vehicle-mounted TWC performs data interaction with the trackside ATP equipment through a ground loop wire, and identifies loop wire boundaries and intersections through induced loop wire electric signals. The ATP host is responsible for realizing the main functions of the train protection system, including core control logics such as speed limit curve calculation, speed monitoring and the like. The onboard ATP is used to verify the location of the loop boundary and locate the train.
The HMI is responsible for interacting with drivers and displaying various train and equipment states. The speed measuring unit comprises speed measuring and distance measuring equipment, and the speed measuring and distance measuring equipment is responsible for collecting speed pulses to calculate the current speed and the running direction of the train.
The embodiment of the application also discloses a train positioning method based on the cross induction loop, which comprises the following steps:
step one, the vehicle-mounted ATP verifies the position of the boundary of the loop line by detecting the position of the received area identification number.
Before train positioning, ground crossing induction loops need to be arranged, as shown in fig. 2, the loops are divided into a loop area every several kilometers, the area number sent by each loop area is different (see a loop area X, Y, Z in fig. 2), and the junction of the two loop areas is called a loop boundary. In the loop area, the loops are fixedly crossed every 100 meters, namely, a cross point is arranged every 100 meters. The region between the intersections is set with virtual position numbers, as indicated by the loop line region Y, with the count-up direction being 1 to 114 and the count-down direction being 255 to 142.
When the vehicle-mounted receiving antenna enters the boundary of the adjacent loop, the vehicle-mounted TWC gives a signal to the vehicle-mounted ATP, and the current train runs to the boundary position of the loop. The ATP master then verifies the physical location of the loop boundary given by the TWC by detecting the location at which the zone identification number was received. The method is as follows, if the position of the loop boundary is between the position of the last valid region identification message received by the ATP and the position of the first valid new region identification message received by the ATP, the position of the loop boundary is valid, otherwise, the position of the loop boundary is judged to be invalid. The boundary position of the loop is effective, so that the condition of train positioning is met.
And step two, establishing the positioning of the train to finish positioning initialization.
Referring to fig. 3, a flow chart for establishing a position fix for an on-board ATP.
Firstly, on the premise that a train crosses a loop boundary and the position of the vehicle-mounted ATP judgment loop boundary is effective, the ATP host determines the running direction and the counting direction of the train in a line by receiving the area identification numbers and the sequence of the loops at two sides of the loop boundary.
Secondly, checking the running direction of the current line by the vehicle-mounted ATP through a loop line position number sent by a ground loop line according to the basis that if the position number belongs to a 1-127 interval, the running direction of the current line is counted up, and if the position number belongs to a 255-129 interval, the running direction of the current line is counted down. For example: the train leaves the area X and enters the area Y, and if the received position number belongs to the interval of 1-127, the verification is correct; otherwise, the verification fails; otherwise, when the train enters the zone Y from the zone Z, the received position number should belong to the 255-129 sections. The range of position numbers is related to the direction of travel of the line.
And thirdly, the vehicle-mounted ATP continuously receives signals in the running process of the train, the calculation is started from the position of receiving the message of the last packet of valid old area identifier, the vehicle-mounted ATP receives the message of the valid new area identifier within 25 meters, and otherwise, the positioning is failed to be established. After the vehicle-mounted ATP judges the running direction, the first effective intersection point is received in an expected window, and if an event which can cause positioning loss does not occur in the process, the vehicle-mounted ATP establishes positioning to complete positioning initialization.
And step three, correcting the train position.
Firstly, when an intersection point or a valid loop line boundary in an expected window is received, the vehicle-mounted equipment records the position of a reference point and judges the reference point of a corrected position, and if the position of the intersection point or the loop line boundary is not in the expected window, the intersection point or the loop line boundary cannot be used as the reference point of the corrected position.
Secondly, different responses are carried out according to the number of the intersection points received in the expected window, if a plurality of intersection points are received in the expected window, the vehicle-mounted ATP uses the intersection point closest to the expected intersection point (100 meters away from the identified intersection point) as a correction reference point to correct the position; if no crossover is received within the expected window, the on-board ATP uses the expected crossover as a substitute crossover to calculate the next expected window.
Thirdly, the vehicle-mounted ATP calculates the accumulated distance measuring error according to the train running distance from a certain position signal point, and when the positioning error exceeds the maximum positioning error of the train, the positioning is considered to be lost. The accumulated distance measurement error is the product of the train running distance after position calibration and the distance measurement error value, and under a specific condition, the distance measurement error value can be 2%, and the accumulated distance measurement error and the fixed installation error need to be considered for positioning errors. The vehicle-mounted ATP uses the cross point to realize the function of correcting the positioning error, and after the vehicle-mounted equipment corrects the positioning, the positioning error is recalculated, namely the accumulated ranging error is reset and cleared.
It should be noted that the vehicle-mounted ATP loss location is determined if the following occurs.
Firstly, after the vehicle-mounted ATP continuously loses two or three intersections, if the two intersections cannot be continuously received, the train positioning information is unavailable, namely the vehicle-mounted ATP loses positioning. Second, the first intersection of the new loop after each loop boundary should be identified within the expected window, otherwise the vehicle ATP should lose position. Thirdly, after the train is positioned, when the ATP judges that the train passes through the loop line boundary, the calculation is started from the position of receiving the last packet of the effective message with the old area identifier, the effective message with the new area identifier is received within 50 meters, and otherwise, the positioning is lost.
And step four, interacting the vehicle information.
Firstly, after the train is positioned, the vehicle-mounted ATP dynamically calculates the position number and the accurate position of the train in real time according to the train ranging function and the running direction in a line, wherein the accurate position represents the distance between the maximum safe front end of the train and the position of the last passing intersection or the boundary of an effective loop.
Secondly, after establishing the positioning, the vehicle-mounted ATP sends the train running direction and position to the ground device, and the mode of describing the position is as follows: and the control area identification number, the position number deviation and the accurate position are also transmitted to the ground equipment to transmit the real-time position of the train. The precise position is the precise position obtained in the previous step.
And thirdly, the vehicle-mounted ATP receives the calling position number in the ground command message, and sends the deviation between the actual position number calculated by the vehicle-mounted ATP and the calling position number to the ground equipment, and then the calling position of the ground equipment in the next period is the actual position number calculated by the vehicle-mounted ATP in the period.
And finally, the ground equipment calculates the movement authorization, the target speed, the target distance and the braking coefficient which is adopted by the speed limit curve calculated by the vehicle-mounted ATP according to the relative position of the train sent by the vehicle-mounted ATP by combining the interlocking information and the line information, sends the calculated result to the vehicle-mounted ATP, and finally calculates the speed limit curve according to the vehicle-mounted ATP and monitors the speed.
Fig. 4 is a flowchart of cross point position calibration, which will be further described with reference to the flowchart of fig. 4, when the train runs and passes through a loop boundary in a state where initial positioning is not established, the vehicle-mounted ATP receives an area identification number, determines a train running direction, determines whether a condition for establishing initial positioning is met, and waits for receiving a next signal. And if the positioning condition is met, establishing the initial positioning of the train. In establishing the positioning, the vehicle-mounted ATP receives the intersection N, and if the position of the intersection N is not within the window which is set as expected, the intersection N cannot be used as a correction reference point. If the position of the intersection point N is within the expected window, the position of N will be received as a calibration reference point.
As shown in fig. 4, if more than N intersections are received, the vehicle-mounted ATP corrects the position using the intersection closest to the expected intersection (the expected intersection is 100 meters away from the last identified intersection) as a correction reference point; if no crossover is received within the expected window, the on-board ATP uses the expected crossover as a substitute crossover to calculate the next expected window.
The process needs information interaction between the train and the ground periodically to ensure the real-time performance of train control. The vehicle-mounted ATP does not need to rely on a stored electronic map, and the risk of inconsistent versions of the electronic map between vehicles and places is avoided. The train positioning can be realized by the method when the route is too long or the train needs to run across lines.
Specifically, those skilled in the art can selectively set the specific operation according to the principle of the present invention as long as the principle of the control method of the present invention can be implemented.
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 (11)
1. A train positioning method based on cross induction loop is characterized in that: the method comprises the following steps:
the vehicle-mounted ATP verifies the position of the loop line boundary by detecting the position when the area identification number is received;
the vehicle-mounted ATP judges the running direction of the current line through a loop line position number sent by a ground loop line;
and the vehicle-mounted ATP continuously receives the loop line position number to complete the positioning initialization of the train.
2. The train positioning method based on the cross induction loop as claimed in claim 1, wherein: the method further comprises the following steps:
the vehicle-mounted ATP determines the running direction and the counting direction of the train by receiving the area identification numbers of the loop lines on the two sides of the loop line boundary and the sequence;
checking the running direction of the current train line by using the vehicle-mounted ATP;
the vehicle-mounted ATP continuously receives signals, and receives the effective message of the new area identifier within a specified distance after receiving the position of the effective message of the old area identifier of the last packet.
3. The train positioning method based on the cross induction loop as claimed in claim 1, wherein: the method further comprises the step of monitoring the position of the train in real time by the cooperation of the ground equipment and the vehicle-mounted ATP, and specifically comprises the following steps:
after the train is positioned by the vehicle-mounted ATP, dynamically calculating the position number and the accurate position of the train;
the vehicle-mounted ATP sends the running direction and the position of the train to ground equipment;
the vehicle-mounted ATP receives the calling position number of the ground, and the calling position number of the ground equipment in the next period is the actual position number calculated by the vehicle-mounted ATP in the period through interaction with the ground equipment;
and the ground equipment calculates various parameters according to the relative position of the train sent by the vehicle-mounted ATP.
4. The train positioning method based on the cross induction loop as claimed in claim 2, wherein: the method further comprises the step of correcting the current position of the train, and when the current position of the train is corrected, the vehicle-mounted ATP records the position of a reference point at first, and the reference point needs to be in an expected window to be used as the reference point of the corrected position.
5. The train positioning method based on the cross induction loop as claimed in claim 2, wherein: when the vehicle-mounted ATP is used for positioning, if the vehicle-mounted ATP continuously loses two or three cross points, the two cross points need to be continuously received; the first intersection of a new loop after each loop boundary should be identified within the expected window; when the vehicle-mounted ATP judges that the train passes through the loop line boundary, the calculation is started from the position of receiving the message of the last packet of the effective old area identifier, and the message of the effective new area identifier is received within the specified distance; otherwise the position fix is lost.
6. The train positioning method based on the cross induction loop as claimed in claim 2, wherein: the vehicle-mounted ATP calculates the accumulated error of distance measurement according to the train running distance from a certain position signal point, and when the positioning error exceeds the maximum positioning error of the train, the positioning is considered to be lost; after the vehicle-mounted ATP corrects the positioning, the accumulated error of the distance measurement is cleared.
7. The train positioning method based on the cross induction loop as claimed in claim 3, wherein: the various parameters include one or more of: and the movement authorization, the target speed, the target distance and the braking coefficient adopted by the vehicle-mounted ATP calculation speed limit curve.
8. The train positioning method based on the cross induction loop as claimed in claim 1, wherein: the vehicle-mounted ATP verifies the position of the loop line boundary by detecting the position when the area identification number is received, and specifically comprises the following steps: if the position of the loop line boundary is between the position of the vehicle-mounted ATP receiving the last packet of valid message with the old area identifier and the position of the vehicle-mounted ATP receiving the valid message with the new area identifier, the position of the loop line boundary is valid, otherwise, the position of the loop line boundary is judged to be invalid.
9. A train positioning system, characterized by: comprising a vehicle-mounted ATP and a ground loop, wherein,
the vehicle-mounted ATP is used for detecting the position when the area identification number is received to verify the position of the loop line boundary;
the vehicle-mounted ATP is used for receiving the loop position number sent by the ground loop to judge the running direction of the current line and establish positioning, so that the positioning initialization of the train is completed.
10. A train positioning system as claimed in claim 9, wherein:
the vehicle-mounted ATP is also used for determining the running direction and the counting direction of the train by receiving the area identification numbers of the loop lines on the two sides of the loop line boundary and the sequence;
the vehicle-mounted ATP is also used for checking the running direction of the current train;
the vehicle-mounted ATP is also used for continuously receiving signals, and after the position of the message of the valid old area identifier of the last packet is received, the message of the valid new area identifier is received within a specified distance.
11. A train positioning system as claimed in claim 10, wherein:
the system also comprises ground equipment, wherein the ground equipment and the vehicle-mounted ATP cooperate to carry out real-time monitoring on the position of the train, and the system specifically comprises:
after the train is positioned by the vehicle-mounted ATP, dynamically calculating the position number and the accurate position of the train;
the vehicle-mounted ATP sends the running direction and the position of the train to ground equipment;
the vehicle-mounted ATP receives the calling position number of the ground, and the calling position number of the ground equipment in the next period is the actual position number calculated by the vehicle-mounted ATP in the period through interaction with the ground equipment;
and the ground equipment calculates train parameters according to the relative position of the train sent by the vehicle-mounted ATP and by combining various information.
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