CN115123347A - Train redundancy positioning method and device - Google Patents
Train redundancy positioning method and device Download PDFInfo
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- 238000004891 communication Methods 0.000 claims description 22
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- 238000013475 authorization Methods 0.000 claims description 7
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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
- 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
- B61L25/023—Determination of driving direction of vehicle or train
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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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- 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
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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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
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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Abstract
The invention provides a train redundancy positioning method and a train redundancy positioning device, wherein the method comprises the following steps: determining the head end and the tail end of the train; respectively positioning the positions of the trains by using the positioning systems of the head end and the tail end, and acquiring errors between the positions positioned by the positioning systems of the head end and the tail end; and under the condition that the error is smaller than the threshold value, if the positioning system at the head end fails, positioning the position of the train by using the positioning system at the tail end. The invention realizes positioning redundancy under the condition that the head and tail end positioning systems are normal, and improves the positioning accuracy; when one end positioning system breaks down, the other end position information can be used, the normal operation of the train is ensured, the operation efficiency is improved, and the operation cost is reduced.
Description
Technical Field
The invention relates to the technical field of urban rail transit, in particular to a train redundancy positioning method and device.
Background
In cities, especially in very big cities, subways have gradually become the main way for people to travel. With the rapid development of subways, the traditional subway single-line operation is difficult to meet the increasing passenger flow and the demand for high-quality service, and the interconnection and interworking CBTC (Communication Based Train Control System) will gradually become the mainstream development trend of the next generation subway signal Control System.
The interconnection means that the same train can reach another line from the line operated by the train without stopping or changing the driving mode through a connecting line, and meanwhile, the passenger carrying operation can be normally carried out on the other line.
Currently, train positioning is performed based on a transponder mode. When a train runs on a line, a head BTM (transponder Transfer Module) periodically detects a transponder, and positioning is realized after receiving and analyzing a transponder message. When the locomotive positioning system fails, the ATP (Automatic Train Protection) positioning is lost, the vehicle is emergently braked, and the vehicle must be taken off line, so that the stable and efficient operation requirement cannot be met.
Disclosure of Invention
The invention provides a train redundant positioning method and device, which are used for solving the defect that the positioning cannot be carried out when a train head positioning system fails in the prior art and realizing the train redundant positioning.
The invention provides a train redundancy positioning method, which comprises the following steps:
determining the head end and the tail end of the train;
respectively positioning the positions of the trains by using the positioning systems of the head end and the tail end, and acquiring errors between the positions positioned by the positioning systems of the head end and the tail end;
and under the condition that the error is smaller than the threshold value, if the positioning system at the head end fails, positioning the position of the train by using the positioning system at the tail end.
According to the redundant positioning method for the train provided by the invention, the positioning systems at the head end and the tail end are respectively used for positioning the positions of the train, and the error between the positions positioned by the positioning systems at the head end and the tail end is obtained, and the method comprises the following steps:
positioning the position of the head end by using a positioning system of the head end, and positioning the position of the tail end by using a positioning system of the tail end;
and subtracting the train length of the train from the difference value between the position of the head end and the position of the tail end to obtain the error between the positions positioned by the positioning systems of the head end and the tail end.
According to a redundant positioning method for a train provided by the present invention, the positioning system for the head end is used for positioning the position of the head end, and the positioning system for the tail end is used for positioning the position of the tail end, comprising:
under the condition that the train is in an FAO awakening stage, determining the running direction of the train according to the garage door position of a parking area where the train is located, ZC mobile authorization or a TIAS running plan; the positioning system at the head end is positioned above the first responder, the positioning system at the tail end is positioned above the second responder, and the first responder and the second responder are dormancy awakening responders;
determining the running direction of the train through a first transponder and a second transponder which are passed by the train under the condition that the train is not in an FAO awakening stage;
when the positioning system at the head end continuously receives the messages of the first transponder and the second transponder, acquiring a track section where the head end of the train is located and an offset on the track section according to the track section where the second transponder is located and the offset and the distance between the positioning system at the head end and the head end of the train;
and when the positioning system at the tail end continuously receives the messages of the first responder and the second responder, acquiring the track section where the tail end of the train is located and the offset on the track section according to the track section where the second responder is located and the offset and the distance between the positioning system at the tail end and the tail end of the train.
According to the redundant positioning method for the train provided by the invention, under the condition that the error is smaller than the threshold value, before the step of positioning the position of the train by using the positioning system at the tail end if the positioning system at the head end fails, the method further comprises the following steps:
calculating the accumulated error of the distance measurement according to the distance between the transponders corresponding to the last positioning of the train and a preset proportion;
calculating a communication delay error according to the running speed of the train and the communication delay time between the head end and the tail end of the train;
and determining the threshold value according to the ranging accumulated error and the communication delay error.
According to the train redundancy positioning method provided by the invention, the running direction of the train is determined by the first transponder and the second transponder which are passed by the train, and the method comprises the following steps:
calculating the running distance of the train passing through the first transponder and the second transponder, and acquiring the link distance of the first transponder and the second transponder in an electronic map;
and under the condition that the difference value between the running distance and the link distance is smaller than the preset distance, determining the running direction of the train according to the sequence of the positioning system at one end of the train passing through the first transponder and the second transponder and the link relation between the first transponder and the second transponder in the electronic map.
The train redundancy positioning method provided by the invention further comprises the following steps:
searching whether the first responder and the second responder exist in a responder list corresponding to the current line number of the train or not;
under the condition that the first responder and the second responder do not exist in the responder list corresponding to the current line number, searching whether the first responder and the second responder exist in an overline responder list or not;
and under the condition that the first responder and the second responder both exist in the overline responder list, the current line number of the train is switched to the installation line numbers of the first responder and the second responder when the train is in an interconnection and intercommunication overline stage, and the line number to which the first responder and the second responder belong is used as the next line number of the train.
The invention also provides a train redundancy positioning device, comprising:
the determining module is used for determining the head end and the tail end of the train;
the acquisition module is used for respectively positioning the positions of the trains by using the positioning systems at the head end and the tail end and acquiring errors between the positions positioned by the positioning systems at the head end and the tail end;
and the positioning module is used for positioning the position of the train by using the positioning system at the tail end if the positioning system at the head end fails under the condition that the error is smaller than the threshold value.
The invention also provides an electronic device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein when the processor executes the program, the redundant positioning method of the train is realized.
The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a train redundancy locating method as described in any of the above.
The invention also provides a computer program product comprising a computer program which, when executed by a processor, implements a method of redundant train location as described in any one of the above.
According to the redundant positioning method and the redundant positioning device for the train, the head end and the tail end of the train are determined, the positioning system for the head end and the tail end of the train is used for independently realizing the positioning for the head end and the tail end, whether the positioning system for the head end and the tail end is normal is judged by judging whether the error of the positioning for the head end and the tail end is in an allowable range, the positioning redundancy for the head end and the tail end is realized under the normal condition, and the positioning accuracy is improved; when one end positioning system breaks down, the other end position information can be used, the normal operation of the train is ensured, the operation efficiency is improved, and the operation cost is reduced.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for 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 redundancy positioning method provided by the present invention;
FIG. 2 is a schematic structural diagram of a train redundant positioning device in the train redundant positioning method provided by the invention;
fig. 3 is a schematic view of a scenario at an FAO wake-up stage in the train redundancy positioning method provided by the present invention;
FIG. 4 is a second schematic flow chart of the train redundancy positioning method provided by the present invention;
fig. 5 is a schematic view of a scenario of a CBTC system power-on initialization or a FAO system and CBTC system reestablishment positioning stage in the train redundancy positioning method provided by the present invention;
fig. 6 is a schematic diagram of a scene at an interconnection and intercommunication line-crossing stage in the train redundancy positioning method provided by the present invention;
FIG. 7 is a second schematic flow chart of a train redundancy positioning method provided by the present invention;
FIG. 8 is a schematic structural diagram of a redundant positioning device for a train according to the present invention;
fig. 9 is a schematic structural diagram of an electronic device provided by the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
The train redundancy positioning method of the present invention is described below with reference to fig. 1, and includes: step 101, determining the head end and the tail end of a train;
for non-FAO (full Automatic Operation) wake-up positioning, the head end of the train is determined, the activating end of the key is inserted for a driver, and the other end of the train is the tail end of the train.
For FAO wake-up positioning, ATP at both ends of the train considers itself as a head end, and one end that receives ZC (Zone Controller) movement authorization or TIAS (Traffic Integrated Automation System) operation plan is used as the head end. Or searching a garage door of a train parking area in the electronic map, wherein one end with the best distance from the garage door is used as the head end of the train, the other end is used as the tail end, and the tail end is kept in standby.
102, respectively positioning the positions of the train by using the positioning systems of the head end and the tail end, and acquiring the error between the positions positioned by the positioning systems of the head end and the tail end;
as shown in fig. 2, two sets of positioning systems are respectively installed at the head end and the tail end of the train, and the two sets of positioning systems are used to respectively position the train. And the vehicle-mounted ATP at the head end of the train and the vehicle-mounted ATP at the tail end of the train interactively position information. Optionally, the positioning information is exchanged via a communication cable.
The error between the positions located by the two positioning systems is calculated, and the present embodiment is not limited to a specific calculation method.
And 103, if the error is smaller than the threshold value, if the positioning system at the head end fails, positioning the position of the train by using the positioning system at the tail end.
And under the condition that the error is smaller than the threshold value, the positioning systems of the head end and the tail end of the train are normal. Preferentially using the head end positioning system for positioning, and using the tail end positioning system to position the train to complete positioning redundancy under the condition that the head end positioning system breaks down.
And under the condition that the error is greater than or equal to the threshold value, the fault of the positioning system at least at one end of the head end and the tail end of the train is described, the positioning system at the head end is used for positioning, and the positioning redundancy is not carried out.
The running direction of the train is determined by using the two transponders, the head and tail end positioning is independently realized by using the head and tail positioning systems of the train, whether the head and tail positioning systems are normal is judged by judging whether the error of the head and tail positioning is within an allowable range, the head and tail positioning redundancy is realized under the normal condition, and the positioning accuracy is improved; when one end positioning system breaks down, the other end position information can be used, the normal operation of the train is ensured, the operation efficiency is improved, and the operation cost is reduced.
On the basis of the foregoing embodiment, in this embodiment, the positioning systems at the head end and the tail end are used to position the positions of the train respectively, and acquiring an error between the positions positioned by the positioning systems at the head end and the tail end includes: positioning the position of the head end by using a positioning system of the head end, and positioning the position of the tail end by using a positioning system of the tail end;
the positioning system at the head end of the train positions the head end position of the train, and the positioning system at the tail end of the train positions the tail end position of the train. The vehicle-mounted ATP at the head end of the train sends the train position information positioned by the home terminal positioning system to the vehicle-mounted ATP at the tail end of the train, and the vehicle-mounted ATP at the tail end of the train sends the train position information positioned by the home terminal positioning system to the vehicle-mounted ATP at the head end of the train.
And subtracting the train length of the train from the difference value between the position of the head end and the position of the tail end to obtain the error between the positions positioned by the positioning systems of the head end and the tail end.
The difference between the positions of the head and the tail ends is equal to the length of the train plus the positioning error. Therefore, the difference between the positions of the head and the tail ends minus the train length of the train is equal to the positioning error.
And under the condition that the error is lower than the threshold value, the positioning systems of the head end and the tail end of the train are normal. Under the condition that the head end positioning system has a fault, the head end position of the train can be deduced by using the tail end position positioned by the tail end positioning system, and positioning redundancy is completed.
On the basis of the foregoing embodiment, in this embodiment, the positioning the position of the head end by using the positioning system of the head end, and the positioning the position of the tail end by using the positioning system of the tail end include: under the condition that the train is in an FAO awakening stage, determining the running direction of the train according to the garage door position of a parking area where the train is located, ZC mobile authorization or a TIAS running plan; the positioning system at the head end is positioned above the first responder, the positioning system at the tail end is positioned above the second responder, and the first responder and the second responder are dormancy awakening responders;
for FAO wake-up positioning, the direction of travel of the train is determined from the direction of the train garage door. Or directly acquiring the running direction of the train from the ZC mobile authorization or the TIAS running plan.
As shown in fig. 3, in the scenario of the FAO wake-up phase, the train 3 is parked in the parking garage. In the FAO awakening stage, the positioning system 2 establishes positioning in situ, the dormant awakening transponder is arranged on the ground, the positioning system 2 is dormant above the transponder 1, and after being awakened remotely or awakened locally to be powered on, the positioning system can directly receive the corresponding dormant awakening transponder to establish positioning.
When in sleep, the BTM (transponder Transmission Module) antennas of the positioning systems 2 at both ends of the train should be respectively located above the transponders 1 at both ends. The ATP system establishes positioning in situ through the messages of the two responders received by the head and tail end positioning system. It is not required that the two transponders must be adjacent, and it is not checked whether the actual reception positions of the transponders coincide with the electronic map layout distance. The direction of operation is determined according to the direction of the garage door 4 without ZC (Zone Controller) mobile authorization or TIAS (vehicle integrated automation system) operation plan.
Determining the running direction of the train through a first transponder and a second transponder which are passed by the train under the condition that the train is not in an FAO awakening stage; the first transponder and the second transponder are installed beside the track of the train running track. And determining the running direction of the train according to the sequence of the train passing through the first transponder and the second transponder and the positions of the first transponder and the second transponder.
When the positioning system at the head end continuously receives the messages of the first transponder and the second transponder, acquiring the track section where the head end of the train is located and the offset on the track section according to the track section where the second transponder is located and the offset and the distance between the positioning system at the head end and a head locomotive coupler of the train;
as shown in fig. 4, the head end positioning system includes a transponder receiver. This embodiment requires the train head end to receive two transponder messages in succession and determine the location from the second transponder message. When the transponder receiver at the head end of the train passes near the first or second transponder, the transponder receiver receives a message sent by the first or second transponder, and the message includes the identification ID of the first or second transponder. And searching a track section and offset where the second transponder is located from an electronic map prestored in a vehicle-mounted ATP system of the head end according to the identifier of the second transponder, and obtaining the position of the head end of the train by combining the distance from the receiver of the head end transponder to the front end of the hook face of the train body.
And when the positioning system at the tail end continuously receives the messages of the first responder and the second responder, acquiring the track section where the tail end of the train is located and the offset on the track section according to the track section where the second responder is located and the offset and the distance between the positioning system at the tail end and the tail end of the train.
The tail end positioning system includes a transponder receiver. This embodiment requires that two transponder messages are received in succession at the end of the train and the position fix is determined on the basis of the second transponder message. When the transponder receiver at the tail end of the train passes near the first or second transponder, the transponder receiver receives a message sent by the first or second transponder, and the message comprises the identification ID of the first or second transponder. And searching a track section and an offset where the second transponder is located from an electronic map prestored in a vehicle-mounted ATP system at the tail end according to the identifier of the second transponder, and obtaining the position of the tail end of the train by combining the distance from the receiver of the tail end transponder to the front end of the hook face of the train body.
On the basis of the foregoing embodiment, in this embodiment, before the step of locating the position of the train by using the positioning system at the tail end if the positioning system at the head end fails when the error is smaller than the threshold, the method further includes: calculating the accumulated error of the distance measurement according to the distance between the transponders corresponding to the last positioning of the train and a preset proportion;
and updating the running accumulated distance of the train according to the calibration result of the train once the train passes through the transponder to calibrate the position of the train. The longer the distance of the transponder used by the train for last calibration is, the larger the accumulated distance error of train operation is until the train passes through the next positioner for position calibration, and the accumulated distance error becomes smaller after the position calibration.
The positioning errors of the positioning systems at the head end and the tail end of the train comprise communication delay errors and ranging accumulated errors. The accumulated error of the distance measurement refers to the distance traveled by the train from the transponder passed by the last positioning multiplied by a preset proportion, such as 2%. Alternatively, the accumulated error of the range cannot exceed a maximum preset value, such as 10 meters.
Calculating a communication delay error according to the running speed of the train and the communication delay time between the head end and the tail end of the train;
the communication delay time is the delay time when the head end and the tail end of the train interact. Optionally, the communication delay error is the train running speed multiplied by the communication delay time.
And determining the threshold value according to the ranging accumulated error and the communication delay error.
Alternatively, the accumulated ranging error and the communication delay error are added to determine a threshold for error determination.
On the basis of the above embodiment, the determining the running direction of the train by the first transponder and the second transponder through which the train passes in this embodiment includes: calculating the traveling distance of the train passing through the first transponder and the second transponder, and acquiring the link distance of the first transponder and the second transponder in an electronic map;
and acquiring the accumulated travelling distance of the train at the moment of receiving the first responder message and the accumulated travelling distance of the train at the moment of receiving the second responder message, which are calculated by the vehicle-mounted ATP. And subtracting the accumulated travelling distances at the two moments to obtain the travelling distance between the first transponder and the second transponder. And acquiring the link distance between the first transponder and the second transponder which are passed by the train, namely the actual installation distance between the two transponders from the electronic map.
And under the condition that the difference value between the running distance and the link distance is smaller than the preset distance, determining the running direction of the train according to the sequence of the positioning system at one end of the train passing through the first transponder and the second transponder and the link relation between the first transponder and the second transponder in the electronic map.
And under the condition that the difference value between the traveling distance and the actual installation distance between the two transponders is greater than or equal to the preset distance, possibly causing the transponders to be installed wrongly, and possibly causing an electronic map to be drawn wrongly, and sending alarm information. And under the condition that the difference value is smaller than the preset distance, the position of the responder is normal.
For example, in a conventional scenario, such as a CBTC system power-on initialization or a FAO system and CBTC system reestablishment positioning stage, a train is in the process of traveling. As shown in fig. 5, after the train 3 passes through the two transponders, the current running direction of the train is determined according to the sequence of passing through the two transponders 1 and the link relationship between the two transponders in the electronic map. The sequence of the two transponders 1 is the time sequence of the positioning system 2 on the train receiving the messages sent by the two transponders 1. The head 31 and tail 32 of the train are predetermined.
On the basis of the above embodiment, the present embodiment further includes: searching whether the first responder and the second responder exist in a responder list corresponding to the current line number of the train or not;
under the multi-electronic map, after the ATP is electrified or initialized or positioning is lost, the line where the train is located cannot be judged. Only one line can be randomly selected as a main search line, and the first line in the electronic map file is generally selected by default. Because ATP only needs to accurately search for the route after receiving the responder, the software function implementation cannot be influenced by selecting and initializing the first route.
In the interconnection and interconnection overline phase, the train 3 is in the process of traveling. As shown in fig. 6, a traffic signal 6 is provided at the crossline boundary 5 in the crossline route, and in consideration of the point function, a transponder 1 must be present in front of the traffic signal, the line number to which the transponder 1 belongs is the line behind the traffic signal, such as line 9, but the transponder is disposed at the line in front of the traffic signal, and an electronic map of the corresponding line is also provided.
Under the condition that the first responder and the second responder do not exist in the responder list corresponding to the current line number, searching whether the first responder and the second responder exist in an overline responder list or not;
suppose that line 9 is to the left and line 10 is to the right of the crossline boundary 5 in FIG. 6. The transponder 1 belongs to line number 10 and is arranged on line number 9. If the positioning system 2 receives the information of the transponder 1 at the cross-line boundary 5 and takes the line number to which the transponder belongs as the ATP search line number, the transponder 1 cannot be searched, and the identification of the transponders becomes the key of the cross-line positioning search, and the transponders are called cross-line transponders.
And under the condition that the first responder and the second responder both exist in the overline responder list, the current line number of the train is switched to the installation line numbers of the first responder and the second responder when the train is in an interconnection and intercommunication overline stage, and the line number to which the first responder and the second responder belong is used as the next line number of the train.
The line number to which each transponder belongs, the installation line number, and the ID are configured in the cross-line transponder list. And if the line number to which the responder 1 belongs is taken as the current line number searching identification, taking the installation line number as the current line number, and taking the line number to which the responder belongs as the next line number to perform subsequent route searching.
After the current line number is determined, positioning can be completed in a positioning mode under a conventional scene. And positioning the position of the tail end of the train by adopting a tail end positioning system by adopting the same method. After obtaining the movement authorization, the train may cross-route from the current line to another line. And transmitting the positioning information from head to tail to finish the positioning redundancy.
When the embodiment crosses from the line to another line, the loop interconnection intercommunication cross line positioning redundancy can be accurately realized.
The embodiment carries out the first redundant positioning of the train based on a train positioning system, a line arrangement transponder and a mode of pre-storing an electronic map by software. As shown in fig. 7, a plurality of electronic maps are prestored in the train head and tail ATP system, and the electronic maps store route data. And adding a special overline transponder data table, and configuring the affiliated line number, the installation line number and the ID for each transponder in the table. When the positioning system collects the information of the responder, the attribute of the responder is searched according to the ID of the responder, the direct positioning redundancy is adopted for the conventional responder, the FAO positioning redundancy is adopted for the dormancy awakening responder, and the interconnection and intercommunication cross-line positioning redundancy is adopted for the cross-line responder.
In the embodiment, the positioning redundancy processing can be performed on different operation scenes such as direct positioning redundancy, FAO awakening positioning redundancy, interconnection and intercommunication cross-line positioning redundancy and the like, the application range comprises both a manned system and an unmanned system, both single lines and multiple lines are met, the universal adaptability is achieved, and the stability and the high efficiency of the train positioning system are improved.
The train redundant positioning device provided by the invention is described below, and the train redundant positioning device described below and the train redundant positioning method described above can be referred to correspondingly.
As shown in fig. 8, the apparatus includes a determining module 801, an obtaining module 802, and a positioning module 803, wherein:
the determination module 801 is used for determining the head end and the tail end of the train;
the obtaining module 802 is configured to use the positioning systems of the head end and the tail end to respectively position the train, and obtain an error between the positions positioned by the positioning systems of the head end and the tail end;
the positioning module 803 is configured to, if the error is smaller than the threshold, use the positioning system at the tail end to position the train if the positioning system at the head end fails.
In the embodiment, the running direction of the train and the head and tail ends of the train are determined by using two transponders, the head and tail end positioning is independently realized by using the head and tail end positioning system of the train, whether the head and tail end positioning system is normal is judged by judging whether the error of the head and tail end positioning is within an allowable range, the head and tail end positioning redundancy is realized under the normal condition, and the positioning accuracy is improved; when one end positioning system breaks down, the other end position information can be used, the normal operation of the train is ensured, the operation efficiency is improved, and the operation cost is reduced.
Fig. 9 illustrates a physical structure diagram of an electronic device, and as shown in fig. 9, the electronic device may include: a processor (processor)910, a communication Interface (Communications Interface)920, a memory (memory)930, and a communication bus 940, wherein the processor 910, the communication Interface 920, and the memory 930 are coupled for communication via the communication bus 940. Processor 910 may invoke logic instructions in memory 930 to perform a train redundancy locating method comprising: determining the head end and the tail end of the train; respectively positioning the positions of the trains by using the positioning systems of the head end and the tail end, and acquiring errors between the positions positioned by the positioning systems of the head end and the tail end; and under the condition that the error is smaller than the threshold value, if the positioning system at the head end fails, positioning the position of the train by using the positioning system at the tail end.
Furthermore, the logic instructions in the memory 930 may be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units 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, the present invention further provides a computer program product, the computer program product including a computer program, the computer program being stored on a non-transitory computer readable storage medium, wherein when the computer program is executed by a processor, a computer is capable of executing the train redundancy positioning method provided by the above methods, and the method includes: determining a head end and a tail end of a train; respectively positioning the positions of the trains by using the positioning systems of the head end and the tail end, and acquiring errors between the positions positioned by the positioning systems of the head end and the tail end; and under the condition that the error is smaller than the threshold value, if the positioning system at the head end fails, positioning the position of the train by using the positioning system at the tail end.
In yet another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program, which when executed by a processor, implements a method for redundant location of a train provided by the above methods, the method comprising: determining a head end and a tail end of a train; respectively positioning the positions of the trains by using the positioning systems of the head end and the tail end, and acquiring errors between the positions positioned by the positioning systems of the head end and the tail end; and under the condition that the error is smaller than the threshold value, if the positioning system at the head end fails, positioning the position of the train by using the positioning system at the tail end.
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, but 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 (10)
1. A train redundancy positioning method is characterized by comprising the following steps:
determining the head end and the tail end of the train;
respectively positioning the positions of the trains by using the positioning systems of the head end and the tail end, and acquiring errors between the positions positioned by the positioning systems of the head end and the tail end;
and under the condition that the error is smaller than the threshold value, if the positioning system at the head end fails, positioning the position of the train by using the positioning system at the tail end.
2. The method for redundantly locating a train according to claim 1, wherein the locating the position of the train using the locating systems at the head end and the tail end, respectively, and obtaining an error between the positions located by the locating systems at the head end and the tail end, comprises:
positioning the position of the head end by using a positioning system of the head end, and positioning the position of the tail end by using a positioning system of the tail end;
and subtracting the train length of the train from the difference value between the position of the head end and the position of the tail end to obtain the error between the positions positioned by the positioning systems of the head end and the tail end.
3. The train redundancy positioning method of claim 2, wherein the positioning the location of the head end using the positioning system of the head end and the positioning the location of the tail end using the positioning system of the tail end comprises:
under the condition that the train is in an FAO awakening stage, determining the running direction of the train according to the garage door position of a parking area where the train is located, ZC mobile authorization or a TIAS running plan; the positioning system at the head end is positioned above the first responder, the positioning system at the tail end is positioned above the second responder, and the first responder and the second responder are dormancy awakening responders;
determining the running direction of the train through a first transponder and a second transponder which are passed by the train under the condition that the train is not in an FAO awakening stage;
when the positioning system at the head end continuously receives the messages of the first transponder and the second transponder, acquiring the track section where the head end of the train is located and the offset on the track section according to the track section where the second transponder is located and the offset and the distance between the positioning system at the head end and a head locomotive coupler of the train;
and when the positioning system at the tail end continuously receives the messages of the first responder and the second responder, acquiring the track section where the tail end of the train is located and the offset on the track section according to the track section where the second responder is located and the offset and the distance between the positioning system at the tail end and the tail end of the train.
4. The method for redundantly locating a train according to claim 3, wherein if the error is smaller than the threshold value, the step of locating the position of the train using the locating system at the tail end is preceded by the step of locating the position of the train using the locating system at the head end if the locating system at the head end fails, further comprising:
calculating the accumulated error of the distance measurement according to the distance between the transponders corresponding to the last positioning of the train and a preset proportion;
calculating a communication delay error according to the running speed of the train and the communication delay time between the head end and the tail end of the train;
and determining the threshold value according to the ranging accumulated error and the communication delay error.
5. The method for redundantly locating a train according to claim 3, wherein the determining the direction of travel of the train by the first transponder and the second transponder through which the train passes comprises:
calculating the running distance of the train passing through the first transponder and the second transponder, and acquiring the link distance of the first transponder and the second transponder in an electronic map;
and under the condition that the difference value between the running distance and the link distance is smaller than the preset distance, determining the running direction of the train according to the sequence of the positioning system at one end of the train passing through the first transponder and the second transponder and the link relation between the first transponder and the second transponder in the electronic map.
6. The train redundant positioning method according to claim 3, further comprising:
searching whether the first responder and the second responder exist in a responder list corresponding to the current line number of the train or not;
under the condition that the first responder and the second responder do not exist in the responder list corresponding to the current line number, searching whether the first responder and the second responder exist in an overline responder list or not;
and under the condition that the first responder and the second responder both exist in the overline responder list, the current line number of the train is switched to the installation line numbers of the first responder and the second responder when the train is in an interconnection and intercommunication overline stage, and the line number to which the first responder and the second responder belong is used as the next line number of the train.
7. A redundant positioner of a train, comprising:
the determining module is used for determining the head end and the tail end of the train;
the acquisition module is used for respectively positioning the positions of the trains by using the positioning systems at the head end and the tail end and acquiring errors between the positions positioned by the positioning systems at the head end and the tail end;
and the positioning module is used for positioning the position of the train by using the positioning system at the tail end if the positioning system at the head end fails under the condition that the error is smaller than the threshold value.
8. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor when executing the program implements the train redundancy locating method according to any one of claims 1 to 6.
9. A non-transitory computer-readable storage medium having stored thereon a computer program, wherein the computer program, when executed by a processor, implements the train redundant positioning method according to any one of claims 1 to 6.
10. A computer program product comprising a computer program, wherein the computer program, when executed by a processor, implements the train redundant positioning method of any one of claims 1 to 6.
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