Train positioning method, system and equipment based on head-tail redundancy architecture and medium

Abstract

The invention discloses a train positioning method, system and device based on a head-tail redundant architecture and a medium. The method comprises the steps that redundant vehicle-mounted devices at the head end and the tail end of a train periodically calculate local-end train positioning; when the vehicle-mounted devices at the two ends complete positioning, the positioning messages at the two ends are interacted through the vehicle-mounted network; after the home terminal receives the far-end positioning message, the message transmission time delay is calculated, the number of teeth running in the time delay is subjected to displacement over-estimation compensation calculation according to the slip state of the home terminal, the calculated compensation displacement is accumulated to the far-end positioning message, and over-estimated far-end positioning is generated; judging whether the local terminal positioning and the far-end over-estimation positioning have an intersection or not; if so, taking the intersection as the local terminal train positioning Train Loc after the two ends are fused; and if the intersection does not exist, judging that the home terminal is out of position. Compared with the prior art, the method has the advantages that the positioning precision can be improved without increasing the hardware cost, error accumulation is reduced, and stable support is provided for high-density and high-precision urban rail operation requirements.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train operation control, in particular to a train positioning method, system, device and medium based on a head-tail redundant architecture. BACKGROUND

[0002] In the urban rail transit operation control system, accurate position detection of the train is the key foundation to ensure train safety and improve operation efficiency. At present, the positioning technology based on balise has become the mainstream choice for urban rail train positioning system due to its high reliability and low cost. Balise, as a fixed ground device installed beside the track, can send messages containing position identification, line parameters and other key information to the on-board device. The train can estimate its position in real time by periodically reading the balise information and combining with the on-board speed measurement device. However, this positioning method faces two major challenges in practical application:

[0003] (1) Positioning accuracy problem

[0004] Traditional balise positioning belongs to discrete point positioning, and only when the train passes through the balise can the accurate position be obtained. Between adjacent balises, the train position needs to be continuously updated by position overestimation, and the error of position overestimation will accumulate with the increase of driving distance. Although the balise itself has high measurement accuracy, after a long distance driving, the positioning error may expand to several meters or even higher, which is difficult to meet the demand of high-precision positioning.

[0005] (2) Error accumulation problem

[0006] The speed sensor, as the core device of position overestimation, is easily affected by factors such as wheel slip, idling, wear, etc. Especially in bad track conditions such as wetness and icing, the sliding phenomenon between the wheel and the track will increase significantly, resulting in a sharp increase in speed measurement error, and further accelerating the accumulation of positioning error.

[0007] To solve the above problems, the existing technology mainly uses the method of increasing the installation density of balises to shorten the interval of position overestimation, thereby reducing the error accumulation. However, this method will greatly increase the hardware deployment cost and maintenance workload, which is contradictory to the economic requirements of urban rail systems. At the same time, some research attempts to introduce GPS, inertial navigation system (INS) and other external positioning sources for data fusion, but GPS signal has blind area in tunnel, elevated and other scenes, and INS has high cost, serious long-term drift and other problems, which are difficult to become an ideal solution.

[0008] After searching, Chinese patent publication number CN116811964A discloses a method for improving positioning reliability by adopting a hardware system architecture with head-to-tail redundancy and a redundant configuration of physical devices. This method significantly improves train accuracy, but significantly increases device cost and maintenance cost.

[0009] Chinese patent publication numbers CN111071302A / CN111071302B disclose a train positioning correction method based on virtual transponders. By replacing physical transponders with virtual transponders, device costs are reduced. However, the core shortcomings of virtual transponders lie in their dependence on external conditions and the limitations of software algorithms. Their positioning accuracy, anti-interference ability, and safety are difficult to completely replace physical transponders.

[0010] Chinese patent publication numbers CN107953902A / CN107953902B disclose a train position correction method based on transponders. The essence of this method is to obtain signals through the radiation range of transponders and continuously correct the train position based on the obtained transponder signals to shorten the positioning error. This method solves the problem of incompatible train-mounted devices and ground devices during the upgrading of the existing train positioning system, which cannot achieve precise positioning of the train. By arranging more transponders in the station yard, this method can also meet the positioning needs in high-precision scenarios, but it will increase the cost of devices.

[0011] Therefore, in the urban rail train operation control system, the traditional positioning technology based on transponders is widely used, but it is difficult to meet the high-density and high-precision operation requirements of trains due to insufficient positioning accuracy and error accumulation. When the distance between transponders is large, the accumulated error will cause the train position information to deviate, not only affecting the train efficiency, but also threatening the train safety in emergency braking, precise parking, and other scenarios. In addition, the single transponder positioning mode lacks redundancy design. Once the transponder hardware fails, the sensor is abnormal, or the data transmission is interrupted, the positioning system reliability will be greatly reduced, and even the train will be stopped urgently, seriously affecting the operation continuity.

[0012] Under this background, how to effectively improve the positioning accuracy and reduce the error accumulation without significantly increasing the hardware cost has become a technical problem to be solved. SUMMARY

[0013] The purpose of the present application is to provide a train positioning method, system, device, and medium based on a head-to-tail redundancy architecture to overcome the shortcomings of the existing technology. By combining the head-to-tail redundancy architecture with algorithms, the economy and reliability are balanced to provide stable support for high-density and high-precision urban rail operation needs.

[0014] The purpose of the present application can be achieved by the following technical solutions:

[0015] According to a first aspect of the present application, a train positioning method based on a head-tail redundant architecture is provided, the method comprising:

[0016] The on-board equipment at both ends of the train periodically calculates the local train positioning;

[0017] When both on-board equipment CCs complete the positioning, the positioning messages at both ends are exchanged through the on-board network;

[0018] After the local end receives the remote positioning message OtherCCLoc:

[0019] The message transmission delay TimeDelay is calculated, and according to the local skid state, the displacement overestimation compensation calculation is performed on the number of teeth running within the delay, and the calculated compensation displacement is accumulated to the remote positioning message OtherCCLoc to generate the overestimated remote positioning EstimateOtherCCLoc;

[0020] It is judged whether there is an intersection between the local positioning CCLoc and the remote overestimated positioning EstimateOtherCCLoc:

[0021] If there is an intersection, the intersection is taken as the local train positioning after the fusion of both ends TrainLoc;

[0022] If there is no intersection, it is determined that the local end is out of position.

[0023] As a preferred technical solution, when the on-board equipment at any end is out of position, the initial positioning is obtained by acquiring two continuous balise information or opposite end positioning information.

[0024] As a preferred technical solution, the displacement overestimation compensation calculation includes the calculation of the maximum displacement MaxTrainMotion and the minimum displacement MinTrainMotion.

[0025] As a preferred technical solution, the positioning information includes train end identification, positioning direction, line number, partition number, coordinates, and running direction.

[0026] As a preferred technical solution, the local positioning CCLoc includes the inside and outside positioning at both ends.

[0027] The inside positioning at one end is different from the outside positioning at the other end by a train length distance.

[0028] The two end positionings calculated by the same on-board equipment have the same error value.

[0029] As a preferred technical solution, the intersection fusion takes the overlapping interval between the local positioning CCLoc and the remote overestimated positioning EstimateOtherCCLoc as the fusion positioning result.

[0030] As a preferred technical solution, the positioning error value of the fused local train positioning TrainLoc is the distance between the two boundaries of the intersection interval.

[0031] As a preferred technical solution, when generating the overestimated remote positioning EstimateOtherCCLoc, the overestimated remote positioning error is the sum of the original remote positioning error and the displacement estimation error within the transmission delay.

[0032] As a preferred technical solution, when the local positioning determines that the train is out of position, the software cycle increases and the positioning calculation steps of the on-board equipment at both ends are re-executed.

[0033] According to a second aspect of the present invention, an implementation system for a train positioning method based on a head-and-tail redundancy architecture is provided, the system comprising:

[0034] Onboard equipment units (CC), speed sensors, and beacon antennas are symmetrically deployed at both ends of the train.

[0035] The beacon antenna captures transponder message information by acquiring transponder signals.

[0036] The speed sensor obtains the precise number of teeth based on the gear rotation;

[0037] The transponder location information and tooth count information are sent to the on-board equipment to calculate the train's positioning in real time.

[0038] The two on-board equipment units (CC) at both ends interact with each other through the on-board network to obtain fused positioning data.

[0039] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0040] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0041] Compared with the prior art, the present invention has the following advantages:

[0042] 1. While ensuring improved positioning performance, this invention avoids the high cost problems caused by relying on high-precision sensors or adding a large number of transponders. It achieves a significant improvement in positioning performance with low modification cost by simply combining existing transponder equipment with algorithm optimization, which meets the strict economic requirements of urban rail transit systems.

[0043] 2. This invention effectively reduces the accumulation of positioning errors caused by sensor errors and transponder spacing by fusing head-to-tail positioning data, thereby reducing the uncertainty of position estimation during train operation and providing reliable position information for accurate train tracking and precise stopping, thus meeting the high-precision positioning requirements of scenarios such as urban rail automatic driving.

[0044] 3. In the face of complex operating environments, such as wheel speed sensor slippage due to wet tracks and electromagnetic interference affecting transponder data transmission, the first-to-last fusion algorithm can quickly identify and eliminate abnormal data through comparison and complementarity of data from both ends, ensuring the accuracy and continuity of positioning results, reducing the impact of environmental factors on the positioning system, and enhancing the system's environmental adaptability.

[0045] 4. This invention only modifies the software algorithm and does not involve any modification to the hardware board logic. The cost of change is small and the architecture of this solution is easy to expand. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of the redundancy architecture at both ends of the present invention;

[0047] Figure 2 The following is a specific example illustration of the present invention, wherein (a) is the receipt of remote positioning information at time T1, (b) is the overestimation processing of remote positioning information at time T1, and (c) is the fusion of the first and last ends to obtain the intersection and form a new positioning.

[0048] Figure 3 This is a flowchart illustrating the specific method of the present invention; Detailed Implementation

[0049] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0050] Example 1:

[0051] This invention discloses a train positioning method based on a front-and-rear redundancy architecture. By exchanging positioning information in real time between the front and rear ends, the positioning at the local end is combined with the remote positioning information based on transmission delay and slippage status, and the positioning at both ends is fused to form a new fused positioning.

[0052] like Figure 3 As shown, the specific process of this invention includes the following steps:

[0053] Step S1: The onboard equipment at both ends of the train calculates the train's position using beacon antennas and speed sensors;

[0054] Step S2: Determine if the CC of the on-board equipment at both ends is out of sync.

[0055] If the CC of either vehicle-mounted device is lost, initial positioning is obtained by acquiring two consecutive transponder messages or positioning information from the other end.

[0056] If both on-board devices (CCs) have located the location, the location messages between the two ends are exchanged via the on-board network.

[0057] Step S3: After the local end receives the remote positioning message OtherCCLoc:

[0058] Calculate the message transmission delay TimeDelay, compensate for the overestimation of displacement of the number of teeth running within the delay based on the slippage state of the local end, and calculate the maximum displacement MaxTrainMotion and the minimum displacement MinTrainMotion.

[0059] The compensation displacement is accumulated into the remote positioning message OtherCCLoc to generate the overestimated remote positioning EstimateOtherCCLoc.

[0060] Step S4: Determine if there is any intersection between the local positioning CCLoc and the remote overestimated positioning EstimateOtherCCLoc:

[0061] If there is an intersection between the two, the intersection is taken as the local train positioning TrainLoc after the two ends are merged.

[0062] If there is no intersection, the local end is considered out of position.

[0063] This invention improves positioning accuracy and reduces error accumulation without increasing hardware costs by fusing head-to-tail positioning data, providing reliable position assurance for precise train tracking and accurate parking of autonomous driving systems.

[0064] by Figure 2 For example, the steps of the present invention will be explained in detail below:

[0065] This is achieved based on the following conditions:

[0066] Assume the vehicle is 70m long;

[0067] The train positioning calculated by the onboard equipment includes:

[0068] The inner side of End1 locates the line, zone, coordinates, and direction of the location;

[0069] End1 provides the location of the line, zone, coordinates, and direction on the outer side.

[0070] The inner side of End2 locates the line, zone, coordinates, and direction of the location;

[0071] End2 provides location information on the outer side, including the line, zone, coordinates, and direction.

[0072] The same on-board equipment calculates the same positioning error at both ends, and the positioning on the inner side of one end and the positioning on the outer side of the other end differ by a train length.

[0073] Both sets of vehicle-mounted equipment at the beginning and end will calculate the positioning at both ends and exchange positioning information. The remote positioning is overestimated and then intersected with the local positioning to form the fused positioning at both ends.

[0074] Assuming the current time is T1, the local positioning CCLoc includes the inner and outer positioning of End1 and End2. Assuming CCLoc.End1Ext={Up,Line_1,Block_1,Abs_100}, it means that the outer positioning of End1 calculated by this end is in the upward direction, located at 100m in section 1 of line 1.

[0075] The specific steps are as follows:

[0076] Step S101: The on-board equipment CC1 at the train End1 end and CC2 at the train End2 end calculate the train's position every cycle using the beacon antenna and speed sensor;

[0077] Step S102: Determine the positioning status calculated by the on-board equipment at both ends:

[0078] Step S1021: If the on-board equipment at End1 or End2 in the current cycle calculates that the train is out of position:

[0079] If only CC1 calculates the train's misalignment, CC1 can obtain initial positioning information during the movement through two consecutive transponders or positioning information from CC2.

[0080] If only the CC2 terminal calculates the train's misalignment, the CC2 terminal can obtain initial positioning information during the movement through two consecutive transponders or positioning information from the CC1 terminal;

[0081] If both CC1 and CC2 are out of position, either end first obtains initial positioning through two consecutive transponder messages;

[0082] Step S1022: Once both CCs have been located, exchange location messages between the two ends via the vehicle network. If the local end is CC1, then the remote end is CC2; if the local end is CC2, then the remote end is CC1. Exchange location messages between the two ends via the vehicle network.

[0083] At time T1, the local positioning CCLoc includes the inner and outer positioning of End1 and End2 ends:

[0084] CCLoc.End1Ext={Up,Line_1,Block_1,Abs_100};

[0085] CCLoc.End1Int={Up,Line_1,Block_1,Abs_97};

[0086] CCLoc.End2Ext={Down,Line_1,Block_1,Abs_27};

[0087] CCLoc.End1Int={Down,Line_1,Block_1,Abs_30};

[0088] The remote positioning information received at time T1 is denoted as OtherCCLoc, such as Figure 2 As shown in (a):

[0089] The distal end of End1 is located at OtherCCLoc.End1Ext = {Up,Line_1,Block_1,Abs_99.5}.

[0090] The End1 end is located at the distal end of the inner side. OtherCCLoc.End1Int={Up,Line_1,Block_1,Abs_98.5};

[0091] The distal end of End2 is located at OtherCCLoc.End2Ext = {Down,Line_1,Block_1,Abs_28.5}.

[0092] The End2 end is located at the distal end of the inner side. OtherCCLoc.End2Int={Down,Line_1,Block_1,Abs_29.5};

[0093] The remote positioning error OtherCCUncertainty is 1m;

[0094] Step S103: After the local end receives the remote positioning message OtherCCLoc:

[0095] Calculate the message transmission delay TimeDelay. If the remote message is a reply from the local end at time T0, then the message packet has a transmission delay TimeDelay = T1 - T0 during network transmission.

[0096] Within the transmission delay TimeDelay, the maximum and minimum displacement overestimation compensation is performed based on the slippage state of the local end and the difference between the maximum and minimum number of teeth during the delay period. The maximum displacement MaxTrainMotion and the minimum displacement MinTrainMotion are calculated.

[0097] Assuming the calculated maximum displacement is 0.975m and the minimum displacement is 0.72m, based on the overestimated maximum and minimum displacements, and considering the direction of travel, the displacements are accumulated and added to the position of OtherCCLoc. This yields the overestimated remote positioning position, EstimateOtherCCLoc. Figure 2 As shown in (b):

[0098] The estimated distal end of End1 is located at EstimateOtherCCLoc.End1Ext = {Up,Line_1,Block_1,Abs_100.475}.

[0099] The estimated distal end of End1 is located at EstimateOtherCCLoc.End1Int={Up,Line_1,Block_1,Abs_99.22}.

[0100] The estimated distal end of End2 is located at EstimateOtherCCLoc.End2Ext = {Down,Line_1,Block_1,Abs_29.22}.

[0101] The estimated distal end of End2 is located at EstimateOtherCCLoc.End2Int = {Down, Line_1, Block_1, Abs_30.475}.

[0102] The overestimated positioning error is 1.255m;

[0103] Step S104: Determine whether there is an intersection between the local positioning CCLoc and the remote overestimated positioning EstimateOtherCCLoc. If there is an intersection, select the intersection portion as the local train positioning TrainLoc after fusion of the two ends. Figure 2 As shown in (C), where:

[0104] The outer side of the merged End1 end is located at TrainLoc.End1Ext={Up,Line_1,Block_1,Abs_100};

[0105] The local end of the merged End1 is located at TrainLoc.End1Int={Up,Line_1,Block_1,Abs_99.22};

[0106] The outer side of the merged End2 end is located at TrainLoc.End2Ext={Down,Line_1,Block_1,Abs_29.22};

[0107] The internal location of the merged End2 is TrainLoc.End2Int={Down,Line_1,Block_1,Abs_30};

[0108] The fused positioning error is 0.78m. The software cycle increases, and the process proceeds to step S101.

[0109] Example 2:

[0110] like Figure 1 The figure shows the implementation system of the train positioning method based on the head-tail redundancy architecture provided by the present invention. The system consists of on-board equipment units CC, speed sensors and beacon antennas symmetrically deployed at both ends of the train.

[0111] The specific configuration is as follows:

[0112] The beacon antenna captures transponder message information by acquiring transponder signals.

[0113] The speed sensor obtains the precise number of teeth based on the gear rotation;

[0114] The transponder location information and tooth count information are sent to the on-board equipment to calculate the train's positioning in real time.

[0115] The two on-board equipment units (CC) at both ends achieve data interaction through the on-board network.

[0116] This system serves as the implementation vehicle for the train positioning method based on the head-tail redundancy architecture of this invention. Through real-time data interaction between the two ends, displacement overestimation compensation, and positioning intersection fusion, it reduces error accumulation and avoids positioning failure caused by single-end sensor failure or environmental interference. Without increasing hardware costs, it enhances the reliability of positioning and provides stable positioning support for high-precision train operation.

[0117] Example 3

[0118] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0119] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0120] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0121] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0122] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0123] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0124] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A train positioning method based on a head-and-tail redundancy architecture, characterized in that, The method includes: The redundant onboard equipment at both ends of the train periodically calculates the train's position at its own end; Once both vehicle-mounted devices (CCs) have completed positioning, they exchange positioning messages via the vehicle network. After receiving the remote location message OtherCCLoc: Calculate the message transmission delay TimeDelay, and based on the slippage state of the local end, calculate the displacement overestimation compensation for the number of teeth running within the delay. Add the calculated compensation displacement to the remote positioning message OtherCCLoc to generate the overestimated remote positioning EstimateOtherCCLoc. Determine if there is any overlap between the local positioning CCLoc and the remote overestimated positioning EstimateOtherCCLoc: If an intersection exists, the intersection is taken as the local train positioning TrainLoc after the two ends are merged. If there is no intersection, the local end is considered out of position.

2. The train positioning method based on a head-and-tail redundancy architecture according to claim 1, characterized in that, When either end of the vehicle-mounted device loses its position, initial positioning is obtained by acquiring two consecutive transponder messages or the positioning information of the other end.

3. The train positioning method based on a head-and-tail redundancy architecture according to claim 1, characterized in that, The displacement overestimation compensation calculation includes the calculation of the maximum displacement MaxTrainMotion and the minimum displacement MinTrainMotion.

4. The train positioning method based on a head-and-tail redundancy architecture according to claim 1, characterized in that, The positioning information includes train end identifier, positioning direction, line number, section number, coordinates, and direction of travel.

5. The train positioning method based on a head-and-tail redundancy architecture according to claim 1, characterized in that, The local positioning CCLoc includes the inner and outer positioning of both ends: The inner positioning at one end differs from the outer positioning at the other end by a train length. The positioning at both ends calculated by the same on-board equipment has the same error value.

6. The train positioning method based on a head-and-tail redundancy architecture according to claim 1, characterized in that, The intersection fusion is to take the overlapping area between the local positioning CCLoc and the remote overestimate positioning EstimateOtherCCLoc as the fused positioning result.

7. The train positioning method based on a head-and-tail redundancy architecture according to claim 6, characterized in that, The positioning error value of the merged local train positioning TrainLoc is the distance between the two boundaries of the intersection interval.

8. The train positioning method based on a head-and-tail redundancy architecture according to claim 1, characterized in that, The overestimated remote positioning error is the sum of the original remote positioning error and the displacement estimation error within the transmission delay.

9. The train positioning method based on a head-and-tail redundancy architecture according to claim 1, characterized in that, When the local positioning system determines that the train is out of position, the software periodically increments and re-executes the positioning calculation steps of the onboard equipment at both ends.

10. A system for the train positioning method based on head-and-tail redundancy architecture as described in any one of claims 1-9, characterized in that, The system includes: Onboard equipment units (CC), speed sensors, and beacon antennas are symmetrically deployed at both ends of the train. The beacon antenna captures transponder message information by acquiring transponder signals. The speed sensor obtains the precise number of teeth based on the gear rotation; The transponder location information and tooth count information are sent to the on-board equipment to calculate the train's positioning in real time. The two on-board equipment units (CC) at both ends interact with each other through the on-board network to obtain fused positioning data.

11. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 10.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 10.

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