CN115635994A - Train tail auxiliary positioning method and device - Google Patents
Train tail auxiliary positioning method and device Download PDFInfo
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Abstract
The invention discloses a train tail auxiliary positioning method and a train tail auxiliary positioning device, wherein the method comprises the following steps: acquiring first train tail position data sent by a train head wireless communication unit and temporarily storing the first train tail position data to a safe processor; the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the global satellite navigation unit and temporarily stores the reference column tail position data to the safety processor; the safety processor determines second column tail position data from the reference column tail position data; when the difference value of the first column tail position data and the second column tail position data is smaller than a set threshold value, determining the second column tail position data as effective column tail position data; and synchronously sending the effective train tail position data to the train head communication equipment and the ground control center. According to the scheme of the invention, the train tail positioning equipment is arranged at the tail part of the train, and the train tail positioning equipment calculates the positioning data, so that the real-time continuous train tail auxiliary positioning data can be autonomously provided in the environments of dynamic running of the train, failure of satellite signals and the like.
Description
Technical Field
The specification relates to the field of rail transit train operation control, in particular to a train tail auxiliary positioning method, a train tail auxiliary positioning device and electronic equipment.
Background
The common train positioning modes mainly comprise a transponder, a milemeter, a line data electronic map, satellite navigation, radio navigation and the like. With the technical progress, new requirements are made on a train control operation system. The train operation control not only needs to adjust the operation speed according to the actual operation condition, but also ensures the operation safety of the train under the condition that the operation interval becomes smaller. Obviously, the traditional train positioning method can not meet the requirements of high speed and efficiency improvement of train operation, and needs a train positioning implementation method with lower cost, higher precision and more reliability. The train positioning data comprises train head and tail positioning data, and particularly the accuracy of the train tail positioning data is more important for the safety of rear train tracking, particularly moving block. At present, a train tail device can only realize the integrity check of a train and has no positioning function; although the existing train tail positioning scheme adopts a satellite positioning mode, the train tail can be interfered to be continuously and reliably positioned in real time under the conditions that tunnels, urban buildings and the like cannot or are not beneficial to satellite signal receiving. Therefore, how to overcome the problems of the existing train tail auxiliary positioning technology and realize real-time continuous positioning is a technical problem to be solved urgently.
Disclosure of Invention
An object of the embodiments of the present specification is to provide a method, an apparatus, and an electronic device for assisting positioning of a train tail.
In order to solve the above technical problem, the embodiments of the present specification are implemented as follows:
the train tail positioning device at least comprises a safety processor, a train tail wireless communication unit and a preset number of positioning modules configured according to a safety design strategy, wherein the positioning modules comprise a global satellite navigation unit and an inertial navigation unit; the train tail positioning equipment is in wireless communication with the train head wireless communication unit and the ground control center through the train tail wireless communication unit; the train tail auxiliary positioning method is applied to the train tail positioning equipment in a preset positioning updating period, and comprises the following steps:
acquiring first train tail position data which is sent by the train head wireless communication unit and calculated according to the train head position data, and temporarily storing the first train tail position data to the safe processor;
corresponding to the preset number, the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the global satellite navigation unit and temporarily stores the reference column tail position data to the safety processor;
the safety processor determines second column tail position data from the reference column tail position data;
when the difference value of the first column tail position data and the second column tail position data is smaller than a set threshold value, determining that the second column tail position data is effective column tail position data;
and synchronously sending the effective train tail position data to the train head communication equipment and the ground control center.
Further, the auxiliary positioning method for the train tail further comprises the following steps: and when the difference value of the first row tail position data and the second row tail position data is greater than a set threshold value and/or the global satellite navigation unit cannot receive positioning signals, the positioning module calculates and obtains reference row tail position data corresponding to the positioning module according to the sub-position data provided by the inertial navigation unit and temporarily stores the reference row tail position data to the safety processor corresponding to the preset number.
Further, the security design strategy comprises two by three or two by two; and (c) a second step of,
and configuring the preset number of the positioning modules to be 3 or 2 according to the safety design strategy and the common mode failure avoidance principle.
Further, the first train tail position data calculated according to the train head position data comprises the first train tail position data obtained by adding and calculating the train head position data and the train length.
Further, the global satellite navigation unit is capable of supporting RTK carrier phase differential techniques and receiving position data including Beidou and/or GPS global positioning navigation systems; and/or the positioning module carries out Kalman filtering processing on the sub-position data provided by the global satellite navigation unit or the inertial navigation unit, and the positioning accuracy of inertial navigation without satellite signals is improved by utilizing the prediction constraint that the speed of a train in the vertical direction and the transverse direction is about zero in combined positioning processing.
Further, be listed as tail positioning device and still include and be listed as tail wind pressure detecting element, be listed as tail wind pressure detecting element and be used for realizing train integrality inspection.
Further, the effective train tail position data is sent to the train head communication equipment and the ground control center, and the signal state information of the global satellite navigation unit is sent at the same time.
The train tail positioning device at least comprises a safety processor, a train tail wireless communication unit and a preset number of positioning modules configured according to a safety design strategy, wherein the positioning modules comprise a global satellite navigation unit and an inertial navigation unit; the train tail positioning equipment is in wireless communication with the train head wireless communication unit and the ground control center through the train tail wireless communication unit; be used for in a preset location update cycle train tail positioning equipment, train tail auxiliary positioning device includes:
the first module can acquire first train tail position data which is sent by the train head wireless communication unit and calculated according to the train head position data, and temporarily store the first train tail position data to the safe processor;
the second module can correspond to the preset number, and the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the global satellite navigation unit and temporarily stores the reference column tail position data to the safe processor;
a third module capable of determining, by the secure processor, second column tail position data from the reference column tail position data;
the fourth module can determine that the second column tail position data is effective column tail position data when the difference value between the first column tail position data and the second column tail position data is smaller than a set threshold value;
and the fifth module can synchronously send the effective train tail position data to the train head communication equipment and the ground control center.
Further, the auxiliary positioning device for the end of train further comprises:
and the positioning module calculates to obtain reference column tail position data corresponding to the positioning module according to the sub-position data provided by the inertial navigation unit and temporarily stores the reference column tail position data to the safety processor corresponding to the preset number when the difference value between the first column tail position data and the second column tail position data is larger than a set threshold value and/or the global satellite navigation unit cannot receive a positioning signal.
In a third aspect, an electronic device is provided, including: a processor; and a memory arranged to store computer executable instructions that, when executed, cause the processor to perform the method of end-of-train assisted positioning of the first aspect.
In a fourth aspect, a computer-readable storage medium is provided, which is characterized in that the computer-readable storage medium stores one or more programs, which when executed by an electronic device including a plurality of application programs, causes the electronic device to execute the method for assisting positioning of end of train positioning according to the first aspect.
The specification can at least achieve the following technical effects:
according to the scheme, the train tail positioning equipment comprising the safety processor, the train tail wireless communication unit and the preset number of positioning modules configured according to the safety design strategy is installed at the tail part of the train, and the train tail positioning equipment calculates positioning data, so that the real-time continuous train tail auxiliary positioning data can be autonomously provided in complex environments such as a train operation dynamic scene and satellite signal failure.
Drawings
In order to more clearly illustrate the embodiments of the present specification or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only some embodiments described in the present specification, and for those skilled in the art, other drawings can be obtained according to the drawings without any creative effort.
Fig. 1 is a schematic structural diagram of train tail positioning equipment in a train tail auxiliary positioning method provided in an embodiment of the present specification.
Fig. 2 is a schematic view of an auxiliary positioning method for a train tail according to an embodiment of the present disclosure.
Fig. 3 is a second schematic diagram of an auxiliary train tail positioning method provided in the embodiment of the present disclosure.
Fig. 4 is a second schematic structural diagram of train tail positioning equipment in the train tail auxiliary positioning method provided in the embodiment of the present disclosure.
Fig. 5 is a schematic view of an auxiliary positioning device for an end of train provided in the embodiment of the present disclosure.
Fig. 6 is a second schematic view of the auxiliary positioning device for the end of train provided in the embodiment of the present disclosure.
Fig. 7 is a schematic structural diagram of an electronic device provided in an embodiment of the present specification.
Detailed Description
In order to make those skilled in the art better understand the technical solutions in the present specification, the technical solutions in the embodiments of the present specification will be clearly and completely described below with reference to the drawings in the embodiments of the present specification, and it is obvious that the described embodiments are only a part of the embodiments of the present specification, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present specification without making any creative effort shall fall within the protection scope of the present specification.
The following describes a train tail auxiliary positioning scheme according to the present specification by using a specific example.
The invention aims to solve the problems that the existing train tail positioning scheme can not or is not beneficial to real-time continuous reliable positioning of the train tail under the condition of satellite signal receiving, such as tunnels, urban buildings and the like, and provides a train tail auxiliary positioning scheme capable of realizing real-time continuous positioning. The operation control of the railway train not only needs to adjust the operation speed according to the actual operation condition, but also ensures the operation safety of the train under the condition that the operation interval becomes smaller. The train positioning technology with low cost, high reliability and high precision is very important for meeting the requirements of high-speed train operation and improving the operation efficiency. The existing satellite navigation system can provide positioning, speed measurement and time service for a train control system, and meets the positioning and time service requirements of a train operation control core. In particular to a train positioning technology based on a Beidou global satellite navigation system, and the method can also be applied to train integrity check and a full-day-based train control system in the future.
From the aspect of train operation control system function application, the train position information can be continuously and accurately acquired based on global satellite navigation positioning, and at least the following two function applications are realized: (1) The tracking interval mode based on fixed block of the existing train control is changed, and the tracking interval mode based on mobile block is adopted, so that the interval of the tracked train is greatly reduced, and the transportation efficiency is improved; (2) The integrity of the train is checked by positioning the train head and the train tail of the same train, so that the risk of follow-up tracking of train intrusion caused by train disassembly is prevented. Therefore, on the premise of implementing the above two functions, from the aspect of implementing a safe and reliable train operation control system function, the global satellite navigation positioning service should meet the requirements including: (1) location service scope requirement: for various line types on the interval line, such as tunnels, valleys and high-speed rail stations, the full-range coverage of train positioning is realized, so that the maintenance cost caused by additionally arranging transponders and vehicle-mounted transponder reading equipment in the area due to signal shielding is reduced; (2) The positioning accuracy requirement refers to the measurement accuracy of the position, the speed and the time provided by the satellite positioning service, the acceptability of the instantaneous error based on the probability and the like. Take the requirement of "minimum distance between two lines between railway section 4000mm" in railway technical management regulations (common speed railway section)When the situation exists on the road, the satellite positioning precision is less than 4m so as to meet the requirement of distinguishing the lines; if an automatic driving train runs on the line, the satellite positioning precision of a local place in the station still reaches a sub-meter level so as to realize the functions of accurate parking of the platform and the like; (3) The positioning security requirement refers to security risk assessment of satellite positioning output information, and comprises a tolerable risk threshold value, a tolerable risk detection duration and the like. The railway industry generally adopts Safety Integrity Level (SIL) to define functional Safety, i.e., the probability of dangerous failure of executing an application function can be classified into SIL 0-4. The train control positioning function is a core safety function, and the safety is the highest SIL4 grade, namely the dangerous failure probability is less than 10 -9 Times/hour; (4) The train positioning function is a core safety function in a train control system, the safety is the highest SIL4 grade, and by referring to the safety requirement of the SIL4 grade, if the Beidou global satellite navigation is taken as an example, the integrity risk applied to the train control system is required to be less than 10-9 times/hour, and the availability of integrity monitoring is required to be less than 10-5 times/hour. In order to further improve the transportation efficiency of high-speed railways, the development and application of the next generation of train control system are urgent, wherein the technical problem of real-time continuous auxiliary positioning at the tail of a train is not broken through yet.
Example one
The technical idea of the embodiment scheme of the invention is as follows: the train tail positioning device comprises a safety processor, a positioning module, a wind pressure detection device, a wireless communication unit, an antenna and the like, wherein the positioning module comprises a global satellite positioning navigation unit and an inertial navigation unit, continuous real-time positioning of a train can be realized under the condition that GNSS signals of global satellite positioning navigation fail, and the real-time position data of the train tail calculated by the train tail positioning device is sent to a train head wireless communication unit and a ground control center through the wireless communication unit of the train tail positioning device, so that the train tail positioning device can be used as a train positioning auxiliary mode to provide position reference for a vehicle-mounted ATP main control unit and support the decision of a train operation control center.
A train tail positioning device is installed at the tail of a train, as shown in fig. 1, the train tail positioning device is a result schematic diagram of the train tail positioning device in the embodiment of the present invention, the train tail positioning device at least includes a secure processor 101, a train tail wireless communication unit 102, and a preset number of positioning modules 103 configured according to a security design policy, and the positioning modules 103 include a global satellite navigation unit 131 and an inertial navigation unit 132. The positioning module supports RTK carrier phase difference and inertial navigation technologies, can receive a plurality of GNSS satellite signals simultaneously, and achieves centimeter-level positioning accuracy within seconds. The positioning data with the precision of 5 cm can be output in an open environment, so that the station and station where the vehicle is located can be accurately judged by the vehicle, and the sub-meter precision can be realized in complex scenes such as canyons, elevated frames and tunnels.
It should be noted that, for a train running at a high speed, a real-time performance requirement may be set for train tail auxiliary positioning data, for example, an update period of position data may be set to 1 second, and when the train tail positioning device executes an auxiliary positioning method, a complete calculation process should be implemented according to a preset positioning update period. In addition, as train positioning needs to meet SIL2-SIL4 level safety requirements, the fault guiding safety principle of a railway signal system is followed in the aspect of system design, the fault mode of fusion positioning of a subsequent train-mounted main control unit and a train operation control center is further analyzed, and safety redundancy design principles such as 'two-by-two-out-of-two' or 'three-out-of-two' can be correspondingly adopted to fuse various positioning devices for a satellite positioning system to carry out safety redundancy design.
Optionally, the security design policy includes two out of three or two by two; and configuring the preset number of the positioning modules to be 3 or 2 according to the safety design strategy and the common mode failure avoidance principle. It should be noted that the positioning module is a principle that heterogeneous devices of different manufacturers are adopted to avoid the problem that the positioning deviation exceeds the specified index due to the abnormal common mode failure.
Therefore, the train tail positioning method is applied to the train tail positioning device in a preset positioning update period, and as shown in fig. 2, the train tail auxiliary positioning method includes:
s1: and acquiring first train tail position data which is sent by the train head wireless communication unit and calculated according to the train head position data, and temporarily storing the first train tail position data to the safe processor.
Optionally, the first train tail position data calculated according to the train head position data includes the first train tail position data obtained by adding and calculating the train head position data and the train length.
S2: and corresponding to the preset number, the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the global satellite navigation unit and temporarily stores the reference column tail position data to the safety processor.
Optionally, the global satellite navigation unit is capable of supporting RTK carrier phase differential techniques and receiving position data including the beidou and/or GPS global positioning navigation systems. Specifically, the global satellite navigation unit can simultaneously receive a plurality of satellite navigation positioning signals and realize centimeter-level positioning accuracy within seconds. The positioning data with the precision of 5 cm can be output in an open environment, so that the station and station where the vehicle is located can be accurately judged by the vehicle, and the sub-meter precision can be realized in complex scenes such as canyons, elevated frames and tunnels. Specifically, in an embodiment, the number of the positioning modules of the train tail positioning device is 3, that is, the positioning module 1, the positioning module 2, and the positioning module 3, and in the case that the global satellite navigation signal is normal, the sub-position data received by the 3 positioning modules is processed by kalman filtering and the like, calculated, and output corresponding reference position data Ar1, ar2, and Ar3, and temporarily stored in the secure processor.
It should be noted that, because the positioning module of the train tail device employs a global satellite navigation unit, the corresponding ground device should include a satellite observation base station and a data processing device related to the differential enhancement system. A certain number of satellite observation base stations are newly added along a railway line nationwide, a special railway differential enhanced network is constructed, and a wide-area differential data processing center acquires high-precision orbit data and clock error service products through centralized processing and broadcasts the high-precision orbit data and clock error service products to vehicle-mounted equipment through a special communication network.
S3: and the safety processor determines second column tail position data from the reference column tail position data.
Specifically, the secure processor performs a security "two out of three" process on Ar1, ar2, and Ar3, and determines that the column end positioning data reference value Ar at that time is present when two or more data match and are smaller than a predetermined error. It should be noted that, the safety processor deeply couples the integrated navigation algorithm and the baseband chip signal processing algorithm, combines the INS with the baseband signal to perform parameter estimation, and uses the INS navigation parameters to assist signal acquisition, tracking of the carrier loop and the code loop, and the like, thereby improving the signal acquisition sensitivity, the carrier and pseudo-range observed quantity accuracy, eliminating the multipath influence better, and improving the RTK ambiguity resolution success rate.
S4: and when the difference value of the first column tail position data and the second column tail position data is smaller than a set threshold value, determining that the second column tail position data is effective column tail position data.
S5: and synchronously sending the effective train tail position data to the train head communication equipment and the ground control center.
Optionally, the method further includes sending the valid train tail position data to the train head communication device and the ground control center, and simultaneously sending signal state information of the global satellite navigation unit.
As shown in fig. 3, another implementation manner of the embodiment of the present invention, when a difference between the first column tail position data and the second column tail position data is greater than a set threshold and/or the global satellite navigation unit cannot receive a positioning signal, further includes:
s6: and corresponding to the preset number, the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the inertial navigation unit and temporarily stores the reference column tail position data to the safe processor. Optionally, the calculation process includes kalman filtering the sub-position data provided by the inertial navigation unit.
Specifically, in one embodiment, the number of positioning modules of the train tail positioning device is still 3, the positioning module 1, the positioning module 2, and the positioning module 3 of the train tail device are independently positioned by using an internal inertial navigation system, a combined navigation algorithm is deeply coupled with a signal processing algorithm of a baseband chip, an INS and a baseband signal are combined to perform parameter estimation, and the INS navigation parameter is used for assisting signal acquisition, tracking of a carrier loop and a code loop, and the like, so that the signal acquisition sensitivity, the carrier and pseudo-range observed quantity accuracy are improved, the multipath influence can be better eliminated, and the RTK ambiguity resolution success rate is improved. And sending the data to the locomotive and a ground control center through a wireless channel; outputting the preliminary reference position data Ac1, ac2 and Ac3 to a safety controller for temporary storage after Kalman filtering. The steps S3 to S5 are executed subsequently, and are not described herein again. Specifically, the safety processor performs safety 'two-out-of-three processing' on Ac1, ac2 and Ac3, and when more than two data are consistent and smaller than a specified error, the safety processor determines that the reference value Ay of the column end positioning data at the moment is determined.
Optionally, as shown in fig. 4, the train tail positioning device further includes a train tail wind pressure detecting unit 104, where the train tail wind pressure detecting unit 104 is configured to implement train integrity check.
In summary, the train tail positioning device and the effective train tail position data obtained by the method are applied to train operation control, and essentially the position data of the global satellite navigation system or the position data of the inertial navigation system are not directly used as position basis for operation control decision, but are used as auxiliary data of the traditional train positioning mode, so as to provide position reference for the vehicle-mounted main control unit, realize comprehensive train positioning together with the information of the inertial navigation, the speed sensor and the like, and finally realize real-time, continuous and safe train positioning. For example, the train operation control system introduced with the train tail auxiliary positioning method of the embodiment of the invention enables the train tail to obtain the autonomous positioning capability by fusing global satellite navigation positioning and/or inertial navigation positioning to participate in train positioning, realizes the functions of train-ground train positioning, train integrity inspection, line data and other information interaction and the like by wireless communication in places with good satellite signal coverage conditions, and realizes the occupancy inspection of a train in a region by combining a track electronic map in a virtual response mode, thereby eliminating a region track circuit and a signal machine, reducing an entity responder, reducing the construction and operation and maintenance cost, promoting the virtualization of ground equipment and the sparseness of trackside equipment, realizing the moving tracking of the train and the dynamic configuration of a driving region, effectively improving the railway transportation efficiency, and being beneficial to improving the intelligent level of train operation control.
Example two
Fig. 5 is a schematic structural diagram of an auxiliary positioning device 500 for end of train provided in an embodiment of the present disclosure. Referring to fig. 5, in an embodiment, a train tail positioning device is installed at the tail of a train, and the train tail positioning device at least includes a secure processor 101, a train tail wireless communication unit 102, and a preset number of positioning modules 103 configured according to a safety design policy, where the positioning modules include a global satellite navigation unit 131 and an inertial navigation unit 132; the train tail positioning equipment is in wireless communication with the train head wireless communication unit and the ground control center through the train tail wireless communication unit; the train tail positioning device 500 is applied to the train tail positioning device in a preset positioning update period, and includes:
the first module 501 is capable of acquiring first train tail position data which is sent by the train head wireless communication unit and calculated according to train head position data, and temporarily storing the first train tail position data to the secure processor;
a second module 502, which can correspond to the preset number, the positioning module calculates, according to the sub-position data provided by the gnss unit, to obtain the reference column tail position data corresponding to the positioning module, and temporarily stores the reference column tail position data in the secure processor;
a third module 503, capable of determining, by the secure processor, second column tail position data from the reference column tail position data;
a fourth module 504, configured to determine that the second column tail position data is valid column tail position data when a difference between the first column tail position data and the second column tail position data is smaller than a set threshold;
a fifth module 505, configured to send the valid train tail position data to the train head communication device and the ground control center synchronously.
As shown in fig. 6, another implementation manner of the auxiliary positioning device for the end of train of the present embodiment further includes:
a sixth module 506, configured to calculate, by the positioning module according to the sub-position data provided by the inertial navigation unit, to obtain reference column tail position data corresponding to the positioning module and temporarily store the reference column tail position data in the secure processor, corresponding to the preset number, when a difference between the first column tail position data and the second column tail position data is greater than a set threshold and/or the global satellite navigation unit cannot receive a positioning signal.
It should be understood that the train tail auxiliary positioning device (or apparatus) in the embodiment of the present disclosure may also perform the method performed by the train tail auxiliary positioning device (or apparatus) in fig. 1 to 4, and implement the functions of the train tail auxiliary positioning device (or apparatus) in the example shown in fig. 1 to 4, which are not described herein again.
In summary, the train tail positioning device and the effective train tail position data obtained by the method are applied to train operation control, and essentially the position data of the global satellite navigation system or the position data of the inertial navigation system are not directly used as position basis for operation control decision, but are used as auxiliary data of the traditional train positioning mode, so as to provide position reference for the vehicle-mounted main control unit, realize comprehensive train positioning together with the information of the inertial navigation, the speed sensor and the like, and finally realize real-time, continuous and safe train positioning. For example, the train operation control system with the train tail auxiliary positioning device introduced in the embodiment of the invention enables the train tail to obtain the autonomous positioning capability by fusing global satellite navigation positioning and/or inertial navigation positioning to participate in train positioning, realizes the functions of train-ground train positioning, train integrity inspection, line data and other information interaction and the like by wireless communication in places with good satellite signal coverage conditions, and realizes the occupancy inspection of a train in a region by combining a track electronic map in a virtual response mode, thereby eliminating a region track circuit and a signal machine, reducing an entity responder, reducing the construction and operation and maintenance cost, promoting the virtualization of ground equipment and the sparseness of trackside equipment, realizing the moving tracking of the train and the dynamic configuration of a driving region, effectively improving the railway transportation efficiency, and being beneficial to improving the intelligent level of train operation control.
EXAMPLE III
Fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present specification. Referring to fig. 7, at a hardware level, the electronic device includes a processor, and optionally further includes an internal bus, a network interface, and a memory. The Memory may include a Memory, such as a Random-Access Memory (RAM), and may further include a non-volatile Memory, such as at least 1 disk Memory. Of course, the electronic device may also include hardware required for other services.
The processor, the network interface, and the memory may be connected to each other via an internal bus, which may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one double-headed arrow is shown in FIG. 7, but this does not indicate only one bus or one type of bus.
And the memory is used for storing programs. In particular, the program may include program code comprising computer operating instructions. The memory may include both memory and non-volatile storage and provides instructions and data to the processor.
The processor reads the corresponding computer program from the nonvolatile memory into the memory and then runs the computer program to form the shared resource access control device on the logic level. The processor is used for executing the program stored in the memory and is specifically used for executing the following operations:
the train tail positioning device at the tail part of the train at least comprises a safety processor, a train tail wireless communication unit and a preset number of positioning modules configured according to a safety design strategy, wherein the positioning modules comprise a global satellite navigation unit and an inertial navigation unit; the train tail positioning equipment is in wireless communication with the train head wireless communication unit and the ground control center through the train tail wireless communication unit; the train tail auxiliary positioning method is applied to the train tail positioning equipment in a preset positioning updating period, and comprises the following steps:
acquiring first train tail position data which is sent by the train head wireless communication unit and calculated according to the train head position data, and temporarily storing the first train tail position data to the safe processor;
corresponding to the preset quantity, the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the global satellite navigation unit and temporarily stores the reference column tail position data to the safety processor;
the safety processor determines second column tail position data from the reference column tail position data;
when the difference value between the first column tail position data and the second column tail position data is smaller than a set threshold value, determining that the second column tail position data is effective column tail position data;
and synchronously sending the effective train tail position data to the train head communication equipment and the ground control center.
The method for assisting in positioning the end of train disclosed in the embodiments shown in fig. 1 to fig. 4 of the present specification may be applied to or implemented by a processor. The processor may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware in a processor or instructions in the form of software. The Processor may be a general-purpose Processor, including a Central Processing Unit (CPU), a Network Processor (NP), and the like; but also Digital Signal Processors (DSPs), application Specific Integrated Circuits (ASICs), field Programmable Gate Arrays (FPGAs) or other Programmable logic devices, discrete Gate or transistor logic devices, discrete hardware components. The various methods, steps and logic blocks disclosed in the embodiments of the present specification may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the methods disclosed in connection with the embodiments of this specification may be embodied directly in a hardware decoding processor, or in a combination of hardware and software modules within a decoding processor. The software module may be located in ram, flash memory, rom, prom, or eprom, registers, etc. storage media as is well known in the art. The storage medium is located in a memory, and a processor reads information in the memory and completes the steps of the method in combination with hardware of the processor.
Of course, besides the software implementation, the electronic device of the embodiment of the present disclosure does not exclude other implementations, such as a logic device or a combination of software and hardware, and the like, that is, the execution subject of the following processing flow is not limited to each logic unit, and may also be hardware or a logic device.
Example four
Embodiments of the present specification also propose a computer-readable storage medium storing one or more programs, the one or more programs comprising instructions, which when executed by a portable electronic device comprising a plurality of application programs, are capable of causing the portable electronic device to perform the method of operation of the embodiments shown in fig. 1 to 4, and in particular to perform the following method:
train tail positioning equipment is installed at the tail part of the train, the train tail positioning equipment at least comprises a safety processor, a train tail wireless communication unit and a preset number of positioning modules configured according to a safety design strategy, and the positioning modules comprise a global satellite navigation unit and an inertial navigation unit; the train tail positioning equipment is in wireless communication with the train head wireless communication unit and the ground control center through the train tail wireless communication unit; the train tail auxiliary positioning method is applied to the train tail positioning equipment in a preset positioning updating period, and comprises the following steps:
acquiring first train tail position data which is sent by the train head wireless communication unit and calculated according to train head position data, and temporarily storing the first train tail position data to the safe processor;
corresponding to the preset number, the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the global satellite navigation unit and temporarily stores the reference column tail position data to the safety processor;
the safety processor determines second column tail position data from the reference column tail position data;
when the difference value between the first column tail position data and the second column tail position data is smaller than a set threshold value, determining that the second column tail position data is effective column tail position data;
and synchronously sending the effective train tail position data to the train head communication equipment and the ground control center.
In short, the above description is only a preferred embodiment of the present disclosure, and is not intended to limit the scope of the present disclosure. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present specification shall be included in the protection scope of the present specification.
The systems, apparatuses, modules or units described in the above embodiments may be specifically implemented by a computer chip or an entity, or implemented by a product with certain functions. One typical implementation device is a computer. In particular, the computer may be, for example, a personal computer, a laptop computer, a cellular telephone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an electronic data carrier device, a gaming console, a tablet computer, a wearable device, or a combination of any of these devices.
Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of other like elements in a process, method, article, or apparatus comprising the element.
All the embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
Claims (10)
1. The train tail auxiliary positioning method is characterized in that train tail positioning equipment is mounted at the tail of a train, the train tail positioning equipment at least comprises a safety processor, a train tail wireless communication unit and a preset number of positioning modules configured according to a safety design strategy, and the positioning modules comprise a global satellite navigation unit and an inertial navigation unit; the train tail positioning equipment is in wireless communication with the train head wireless communication unit and the ground control center through the train tail wireless communication unit; the train tail auxiliary positioning method is applied to the train tail positioning equipment in a preset positioning updating period, and comprises the following steps:
acquiring first train tail position data which is sent by the train head wireless communication unit and calculated according to train head position data, and temporarily storing the first train tail position data to the safe processor;
corresponding to the preset number, the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the global satellite navigation unit and temporarily stores the reference column tail position data to the safety processor;
the safety processor determines second column tail position data from the reference column tail position data;
when the difference value between the first column tail position data and the second column tail position data is smaller than a set threshold value, determining that the second column tail position data is effective column tail position data;
and synchronously sending the effective train tail position data to the train head communication equipment and the ground control center.
2. The method for assisting in positioning an end of train according to claim 1, further comprising: and when the difference value of the first row tail position data and the second row tail position data is larger than a set threshold value and/or the global satellite navigation unit cannot receive positioning signals, the positioning module calculates and obtains reference row tail position data corresponding to the positioning module according to the sub-position data provided by the inertial navigation unit and temporarily stores the reference row tail position data to the safety processor correspondingly to the preset number.
3. The auxiliary positioning method for the end of train as claimed in claim 2, wherein the safety design strategy includes two out of three or two by two out of two; and (c) a second step of,
and configuring the preset number of the positioning modules to be 3 or 2 according to the safety design strategy and the common-mode failure avoidance principle.
4. The auxiliary positioning method for the end of train as claimed in claim 2, wherein the first train end position data calculated according to the train head position data comprises the first train end position data obtained by adding the train head position data and the train length.
5. The end-of-train auxiliary positioning method of claim 2, wherein the global satellite navigation unit is capable of supporting RTK carrier-phase differential techniques and receiving position data including the beidou and/or GPS global positioning navigation system; and/or the presence of a gas in the atmosphere,
and the positioning module performs Kalman filtering processing on the sub-position data provided by the global satellite navigation unit or the inertial navigation unit, and improves the positioning precision of inertial navigation without satellite signals by using the prediction constraint that the speed of a train is about zero in the vertical and transverse directions in combined positioning processing.
6. The auxiliary positioning method for the train tail according to claim 1, wherein the train tail positioning device further comprises a train tail wind pressure detection unit, and the train tail wind pressure detection unit is used for realizing train integrity check.
7. The method of claim 1 wherein transmitting the valid trail location data to the head-of-train communications device and the ground control center further comprises simultaneously transmitting signal state information of the global satellite navigation unit.
8. The train tail auxiliary positioning device is characterized in that train tail positioning equipment is mounted at the tail of a train, the train tail positioning equipment at least comprises a safety processor, a train tail wireless communication unit and a preset number of positioning modules configured according to a safety design strategy, and each positioning module comprises a global satellite navigation unit and an inertial navigation unit; the train tail positioning equipment is in wireless communication with the train head wireless communication unit and the ground control center through the train tail wireless communication unit; be used for in a preset location update cycle train tail positioning equipment, train tail auxiliary positioning device includes:
the first module can acquire first train tail position data which is sent by the train head wireless communication unit and calculated according to the train head position data, and temporarily store the first train tail position data to the safe processor;
the second module can correspond to the preset number, and the positioning module calculates and obtains reference column tail position data corresponding to the positioning module according to the sub-position data provided by the global satellite navigation unit and temporarily stores the reference column tail position data to the safety processor;
a third module capable of determining, by the secure processor, second column tail position data from the reference column tail position data;
the fourth module can determine that the second column tail position data is effective column tail position data when the difference value between the first column tail position data and the second column tail position data is smaller than a set threshold value;
and the fifth module can synchronously send the effective train tail position data to the train head communication equipment and the ground control center.
9. The end-of-train auxiliary positioning device of claim 8, further comprising:
and the sixth module can calculate and obtain reference column tail position data corresponding to the positioning module according to the sub-position data provided by the inertial navigation unit and temporarily store the reference column tail position data to the safe processor corresponding to the preset number when the difference value between the first column tail position data and the second column tail position data is greater than a set threshold value and/or the global satellite navigation unit cannot receive a positioning signal.
10. An electronic device, comprising: a processor; and a memory arranged to store computer executable instructions that when executed cause the processor to perform the method of end-of-train auxiliary positioning of any of claims 1 to 7.
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