Train location determination methods and equipment

Abstract

This invention discloses a train position determination method and device to address the problem that existing positioning technologies cannot accurately calculate and distinguish the positions of multiple trains. The method includes: determining the position domains of the first train and the second train based on the historical positions of a first train located within the overhead contact line section of the traction power supply system and a second train newly entering the overhead contact line section; traversing the first and second train position domains to obtain at least one candidate position combination; determining the electrical operating parameters of the traction power supply system corresponding to each candidate position combination based on the first and second candidate positions in each candidate position combination; and determining the real-time positions of the first and second trains based on the first and second candidate positions corresponding to candidate position combinations whose electrical operating parameters meet preset target parameter conditions. This method significantly improves the accuracy and reliability of train position positioning.

Description

Technical Field

[0001] This invention relates to the field of train position sensing technology for electrified railways, and in particular to a method and device for determining train position. Background Technology

[0002] For traction power supply systems, real-time train location is the core foundational data for train dispatching, power supply capacity matching, and safety protection. In areas with signal obstruction such as tunnels and canyons, or in electrified railway scenarios with weak train operation regularity, the demand for low-cost, highly reliable train location sensing technology with no positioning blind spots is particularly urgent.

[0003] Currently, traditional electrical quantity analysis and positioning technology can only make a coarse-grained judgment on train "section occupancy" based on changes in electrical quantities, and cannot accurately locate the train's position. At the same time, when multiple trains are operating in the same overhead contact line section, the number of unknowns to be solved exceeds the number of equations, resulting in an underdetermined problem, which makes it impossible to accurately calculate and distinguish the positions of multiple trains. Summary of the Invention

[0004] The purpose of this invention is to provide a method and device for determining the position of a train, so as to solve the problem that traditional electrical quantity analysis and positioning technology cannot accurately calculate and distinguish the positions of multiple trains.

[0005] To solve the above-mentioned technical problems, the embodiments of the present invention are implemented as follows: In a first aspect, embodiments of the present invention provide a method for determining train position, the method comprising: Based on the historical positions of the first train located within the catenary section of the traction power supply system and the second train newly entering the catenary section, the position domains of the first train and the second train are determined respectively. Traverse the first train position solution domain and the second train position solution domain to obtain at least one candidate position combination; a single candidate position combination includes a first candidate position taken from the first train position solution domain and a second candidate position taken from the second train position solution domain; Based on the first and second candidate positions in each candidate position combination, determine the electrical operating parameters of the traction power supply system corresponding to each candidate position combination. The real-time positions of the first and second trains are determined based on the first and second candidate positions corresponding to the candidate position combinations that meet the preset target parameter conditions for electrical operating parameters.

[0006] In one implementation, the real-time positions of the first and second trains are determined based on a first candidate position and a second candidate position corresponding to a candidate position combination whose electrical operating parameters meet preset target parameter conditions. This includes: By screening candidate position combinations whose electrical operating parameters meet the target parameter conditions, the target position combination is obtained. The real-time positions of the first and second trains are determined based on the total active power loss of the overhead contact system corresponding to the target location combination.

[0007] In one implementation, the real-time positions of the first and second trains are determined based on the total active power loss of the overhead contact line corresponding to the target location combination, including: From the target position combinations, select the minimum position of the first train and the minimum position of the second train corresponding to the minimum total active power loss of the overhead contact system, and the maximum position of the first train and the maximum position of the second train corresponding to the maximum total active power loss of the overhead contact system. The real-time position of the first train is determined based on the average of its minimum and maximum positions; and the real-time position of the second train is determined based on the average of its minimum and maximum positions.

[0008] In one implementation, the electrical operating parameters include the power of a first train, the power of a second train, and the power factors of both trains; the target parameter conditions include train power constraints and power factor constraints; and candidate position combinations that satisfy the target parameter conditions are selected to obtain target position combinations, including: Based on train power constraints and power factor constraints, candidate position combinations are selected where both the power of the first train and the power of the second train satisfy the train power constraints, and both the power factor of the first train and the power factor of the second train satisfy the power factor constraints, thus obtaining the target position combination.

[0009] In one implementation, based on the first and second candidate positions in each candidate position combination, the electrical operating parameters of the traction power supply system corresponding to each candidate position combination are determined, including: Using the first and second candidate positions in each candidate position combination as input, the electrical operating parameters of the traction power supply system corresponding to each candidate position combination are determined through a pre-constructed first target circuit model. The pre-constructed first target circuit model includes known variables consisting of the voltage at the traction depot, the feeder current at the traction depot, the voltage at the section depot, and the feeder current at the section depot during single-vehicle operation, as well as unknown variables consisting of the voltage at the pantograph of the first train, the voltage at the pantograph of the second train, the equivalent impedance between the pantograph of the first train and the ground, the equivalent impedance between the pantograph of the second train and the ground, the contact wire current at the pantograph of the first train and the contact wire current at the pantograph of the second train, the contact wire impedance from the traction depot to the pantograph of the first train, the contact wire impedance between pantographs, the contact wire impedance from the section depot to the pantograph of the second train, the contact wire length from the traction depot to the pantograph of the first train, the contact wire length between the two pantographs, and the contact wire length from the section depot to the pantograph of the second train.

[0010] In one implementation, based on the historical positions of the first train located within the overhead contact line section of the traction power supply system and the second train newly entering the overhead contact line section, the position domains of the first train and the second train are determined respectively, including: The position domains of the first and second trains are determined by their corresponding historical positions and the range of train displacements between adjacent times in the overhead contact line section.

[0011] In one implementation, before determining the position domains of the first train and the second train respectively, based on the historical positions of the first train located within the overhead contact line section of the traction power supply system and the second train newly entering the overhead contact line section, the following steps are included: When a single train is running within the overhead contact line section, the position and power of the single train within the section are determined by a pre-constructed second target circuit model. The second target circuit model includes known variables consisting of the voltage on the traction depot side, the feeder current on the traction depot side, the voltage on the section depot side, and the feeder current on the section depot side when the single train is running, as well as unknown variables consisting of the voltage at the train pantograph, the equivalent impedance between the pantograph and the ground, the impedance of the overhead contact line from the traction depot to the pantograph, the impedance of the overhead contact line from the section depot to the pantograph, the length of the overhead contact line from the traction depot to the pantograph, and the length of the overhead contact line from the section depot to the pantograph. The position and power of a single vehicle are verified based on the preset displacement continuity criteria and power change continuity criteria. When the verification result is abnormal, it is determined that a new train has entered the overhead contact line section.

[0012] In a second aspect, embodiments of the present invention provide a train position determination device, the device comprising: The first determining module is used to determine the position domain of the first train and the position domain of the second train based on the historical positions of the first train located in the catenary section of the traction power supply system and the second train that has just entered the catenary section. The traversal module is used to traverse the first train position solution domain and the second train position solution domain to obtain at least one candidate position combination; a single candidate position combination includes a first candidate position taken from the first train position solution domain and a second candidate position taken from the second train position solution domain. The second determining module is used to determine the electrical operating parameters of the traction power supply system corresponding to each combination of candidate positions based on the first candidate position and the second candidate position in each combination of candidate positions. The third determining module is used to determine the real-time positions of the first train and the second train based on the first and second candidate positions corresponding to the candidate position combinations that meet the preset target parameter conditions of the electrical operating parameters.

[0013] Thirdly, embodiments of the present invention provide an electronic device, including a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the steps of the train position determination method provided in the above embodiments.

[0014] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the train position determination method provided in the above embodiments.

[0015] The above-described at least one technical solution adopted in the embodiments of the present invention can achieve the following beneficial effects: The train position determination method provided in this invention addresses the issue of multiple trains operating simultaneously within the same overhead contact line section. First, it constructs position domains for the first train already within the traction power supply system's contact line section and for the second train newly entering the section. Then, it filters the candidate position combinations obtained by traversing these domains using preset target parameters. Finally, it determines the real-time positions of the first and second trains based on the first and second candidate positions corresponding to the filtered candidate position combinations. This method, by constructing position domains for trains within the contact line and those newly entering the section, enables the separate solution and independent constraints of multiple train positions. Simultaneously, it combines the electrical operating parameters corresponding to the candidate position combinations for precise calculation, effectively solving the underdetermined problem caused by the number of unknowns exceeding the number of equations in multi-train operation. This fundamentally overcomes the limitations of traditional electrical quantity analysis, which can only achieve coarse judgment of section occupancy, significantly improving the accuracy and reliability of train position positioning and achieving refined, high-accuracy position tracking in multi-train operation. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A flowchart illustrating a train position determination method provided in an embodiment of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the circuit structure of the first target circuit model in a dual-car operation mode of a train position determination method provided in an embodiment of the present invention; Figure 3This is a schematic diagram of the circuit structure of the second target circuit model in single-vehicle operation mode of a train position determination method provided in an embodiment of the present invention; Figure 4 A flowchart illustrating a train position determination method provided in an embodiment of the present invention. Figure 2 ; Figure 5 This is a schematic diagram of a train position determination device provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of a train position determination electronic device provided in an embodiment of the present invention. Detailed Implementation

[0018] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this invention.

[0019] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0020] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of the invention described herein can be implemented in an order other than that illustrated or described herein.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for the purpose of describing embodiments of the invention only and is not intended to limit this disclosure.

[0022] Example 1 Embodiment 1 of the present invention provides a method and device for determining the position of a train, in order to solve the problem that traditional electrical quantity analysis and positioning technology cannot accurately calculate and distinguish the positions of multiple trains.

[0023] like Figure 1 As shown in the figure, an embodiment of the present invention provides a method for determining the position of a train, the method comprising: Step S101: Based on the historical positions of the first train located within the contact network section of the traction power supply system and the second train newly entering the contact network section, determine the position domain of the first train and the position domain of the second train respectively.

[0024] In this embodiment of the invention, the traction power supply system includes traction substations, sectioning substations, and overhead contact lines located between the traction substations and sectioning substations. In the traction power supply system, the real-time position of the train is the core foundational data for train dispatching, power supply capacity matching, and safety protection.

[0025] Currently, real-time train positioning methods include: 1) Trackside equipment-based positioning: Positioning is achieved by using axle counters, track circuits, transponders and other equipment. This requires large-scale installation and regular maintenance along the line, resulting in high construction and operation costs. Furthermore, the reliability of the equipment is easily affected in harsh natural environments.

[0026] 2) Satellite positioning: Based on satellite signals such as GPS and Beidou, it is prone to failure in areas with signal blockage such as tunnels, mountains, and canyons, making it impossible to achieve continuous and stable positioning throughout the entire line.

[0027] 3) Communication-based train control (CBTC) system positioning: mainly used in urban rail transit, the system is complex and requires huge investment, and is not suitable for full-line promotion of conventional and heavy-haul railways.

[0028] 4) Electrical quantity analysis and positioning: The changes in electrical quantities are used to infer the approximate section of the train, but there are obvious shortcomings: a) It can usually only make a coarse-grained judgment of "section occupancy" and cannot obtain the precise location; b) It cannot handle the situation of multiple trains coexisting in the section, and its engineering practicality is poor; c) The positioning function and the train energy consumption estimation are independent of each other and have not been organically integrated.

[0029] In particular, the aforementioned electrical quantity analysis and positioning technology, when multiple trains are operating in the same overhead contact line section, will encounter an underdetermined problem due to the number of unknowns exceeding the number of equations, making it impossible to accurately calculate and distinguish the positions of multiple trains.

[0030] Specifically, when a new train enters the catenary section of the traction power supply system, this embodiment of the invention will obtain the historical positions of the first train located in the catenary section of the traction power supply system and the second train that newly enters the catenary section, respectively, to construct the position domain of the first train and the position domain of the second train.

[0031] Furthermore, if there is a first train in the overhead contact line section at the current time, the historical positions of the first train and the second train that newly enters the overhead contact line section at the current time are obtained; if there are multiple first trains in the overhead contact line section at the current time, the historical positions of the multiple first trains and the second train that newly enters the overhead contact line section at the current time are obtained.

[0032] Specifically, assuming in At a given moment, the overhead contact line section includes train 1 (i.e., the first train), and train 2 has just entered the overhead contact line section (i.e., the newly entered second train). Accordingly, the position of train 1 at the previous moment is obtained as the historical position of train 1, and the endpoint of the overhead contact line section is obtained as the historical position of train 2.

[0033] In one implementation, based on the historical positions of the first train located within the overhead contact line section of the traction power supply system and the second train newly entering the overhead contact line section, the position domains of the first train and the second train are determined respectively, including: The position domains of the first and second trains are determined by their corresponding historical positions and the range of train displacements between adjacent times in the overhead contact line section.

[0034] Specifically, the process of constructing the train position solution domain is as follows: For the first train already operating within the overhead contact line section, its historical position at the previous moment is used as the starting point, and combined with the maximum allowable displacement of the train within adjacent sampling moments, the feasible position domain of the first train at the current moment is determined, forming the position domain of the first train. For the second train newly entering the overhead contact line section, its initial entry position at the section entrance end (traction substation end) is used as the reference, and combined with the range of allowable displacement of the train within adjacent sampling moments, the feasible position domain of the second train is determined, forming the position domain of the second train.

[0035] The above-mentioned solution domains are all constrained by the spatial and temporal continuity of train operation, that is, the train displacement does not exceed the maximum possible displacement corresponding to the line speed limit, ensuring that the solution domain conforms to the real physical operation law and avoiding invalid search space.

[0036] In time Based on, for The location domains of the first and second trains at each time point are constructed separately, as follows: (1) Obtain Known position of the first train at the specified time This refers to the historical location of the first train and the initial location of the entrance at the traction depot end of the overhead contact line section. This refers to the historical location of the second train; the second train is a newly arriving train. (2) Determine the minimum speed limit for the line. and the maximum speed limit of the line It can be set based on empirical values ​​of train operating conditions (starting, cruising, braking); (3) Based on the minimum speed limit of the line and the maximum speed limit of the line and time interval Determine the range of train travel displacement between adjacent time intervals in the overhead contact line section. :

[0037] (4) Based on the historical position of the first train The historical position of the second train And the range of train displacement between adjacent time intervals in the overhead contact line section. The solution domains for the first and second train positions are determined respectively. Utilizing the temporal dependence and spatial continuity of train operation, the solution domains for the first and second train positions are constrained as follows:

[0038] It should be noted that when there are multiple first trains in the catenary section, it is necessary to construct the corresponding first train position solution domain for each first train.

[0039] Step S102: Traverse the first train position solution domain and the second train position solution domain to obtain at least one candidate position combination; a single candidate position combination includes a first candidate position taken from the first train position solution domain and a second candidate position taken from the second train position solution domain.

[0040] Specifically, a grid traversal can be used to perform a full traversal search of the first and second train position domains to obtain at least one candidate position combination. Further, the first train position domain is discretized according to a preset position step size to obtain multiple first candidate positions; the second train position domain is also discretized according to the same preset position step size to obtain multiple second candidate positions. Each first candidate position is paired with each second candidate position to form multiple sets of candidate position combinations; each set of candidate position combinations uniquely corresponds to one first candidate position and one second candidate position, used for subsequent electrical quantity calculation and optimal position selection.

[0041] Step S103: Based on the first and second candidate positions in each candidate position combination, determine the electrical operating parameters of the traction power supply system corresponding to each candidate position combination.

[0042] Specifically, taking a contact wire section including a first train and a second train as an example, this embodiment of the invention constructs a dual-train equivalent circuit model as the first target circuit model to solve for the electrical operating parameters of the traction power supply system. These electrical operating parameters include the power of the first train. Second train power .

[0043] In one implementation, based on the first and second candidate positions in each candidate position combination, the electrical operating parameters of the traction power supply system corresponding to each candidate position combination are determined, including: Using the first and second candidate positions in each candidate position combination as input, the electrical operating parameters of the traction power supply system corresponding to each candidate position combination are determined through a pre-constructed first target circuit model. The pre-constructed first target circuit model includes known variables consisting of the voltage at the traction depot, the feeder current at the traction depot, the voltage at the section depot, and the feeder current at the section depot during single-vehicle operation, as well as unknown variables consisting of the voltage at the pantograph of the first train, the voltage at the pantograph of the second train, the equivalent impedance between the pantograph of the first train and the ground, the equivalent impedance between the pantograph of the second train and the ground, the contact wire current at the pantograph of the first train and the contact wire current at the pantograph of the second train, the contact wire impedance from the traction depot to the pantograph of the first train, the contact wire impedance between pantographs, the contact wire impedance from the section depot to the pantograph of the second train, the contact wire length from the traction depot to the pantograph of the first train, the contact wire length between the two pantographs, and the contact wire length from the section depot to the pantograph of the second train.

[0044] Specifically, Figure 2 This is a schematic diagram of the circuit structure of the first target circuit model under dual-vehicle operating conditions. For example... Figure 2 As shown, the pre-constructed first target circuit model includes known variables and unknown variables, and the corresponding formula is shown in formula (1) below:

[0045] in, , , , These are the traction substation side voltage, traction substation side feeder current, section substation side voltage, and section substation side feeder current, respectively, all of which can be obtained through on-site measuring devices and are known variables; unknown variables include... , , , , , , , , , , , ,in , , , The values ​​are: voltage at the pantograph of the first train, voltage at the pantograph of the second train, equivalent impedance between the pantograph of the first train and the ground, and equivalent impedance between the pantograph of the second train and the ground. , These are the contact wire currents at the pantographs of the first and second trains, respectively. , , , , , These are, respectively, the contact wire impedance from the traction substation to the first train, the contact wire impedance between pantographs, the contact wire impedance from the sectioning substation to the second train, the contact wire length from the traction substation to the first train, the contact wire length between the two pantographs, and the contact wire length from the sectioning substation to the second train. , It is a constant.

[0046] Accordingly, the first and second candidate positions from the obtained candidate position combinations are used as inputs. The first target circuit model first determines the contact wire length from the traction depot to the first train's pantograph, the contact wire length between the two pantographs, and the contact wire length from the section depot to the second train's pantograph. Then, it combines the known variables, such as the voltage on the traction depot side, the feeder current on the traction depot side, the voltage on the section depot side, the feeder current on the section depot side, and constants. , The voltage at the pantograph of the first train, the voltage at the pantograph of the second train, the equivalent impedance between the pantograph of the first train and the ground, the equivalent impedance between the pantograph of the second train and the ground, the contact wire current at the pantograph of the first train, the contact wire current at the pantograph of the second train, the contact wire impedance from the traction depot to the pantograph of the first train, the contact wire impedance between pantographs, and the contact wire impedance from the section depot to the pantograph of the second train.

[0047] Furthermore, based on the known variables of the voltage on the traction depot side, the feeder current on the traction depot side, the voltage on the section depot side, and the feeder current on the section depot side during single-vehicle operation, as well as the unknown variables such as the contact wire length from the traction depot to the first train's pantograph, the contact wire length between the two pantographs, the contact wire length from the section depot to the second train's pantograph, the contact wire current at the first train's pantograph, and the contact wire current at the second train's pantograph, the power of the first train and the power of the second train are determined. The formula for calculating the train power is shown in the following formula (2):

[0048] in, The power of the first train, This is the power of the second train.

[0049] Step S104: Determine the real-time positions of the first train and the second train based on the first and second candidate positions corresponding to the candidate position combinations that meet the preset target parameter conditions for electrical operating parameters.

[0050] In this embodiment of the invention, target parameter conditions are preset to verify the electrical operating parameters of the selected location combinations, and to filter out the candidate location combinations that meet the following preset target parameter conditions: The operating power of both the first and second trains is within the reasonable power range for train traction conditions.

[0051] In one implementation, the real-time positions of the first and second trains are determined based on a first candidate position and a second candidate position corresponding to a candidate position combination whose electrical operating parameters meet preset target parameter conditions. This includes: By screening candidate position combinations whose electrical operating parameters meet the target parameter conditions, the target position combination is obtained. The real-time positions of the first and second trains are determined based on the total active power loss of the overhead contact system corresponding to the target location combination.

[0052] In one implementation, the electrical operating parameters include the power of a first train, the power of a second train, and the power factors of both trains; the target parameter conditions include train power constraints and power factor constraints; and candidate position combinations that satisfy the target parameter conditions are selected to obtain target position combinations, including: Based on train power constraints and power factor constraints, candidate position combinations are selected where both the power of the first train and the power of the second train satisfy the train power constraints, and both the power factor of the first train and the power factor of the second train satisfy the power factor constraints, thus obtaining the target position combination.

[0053] Specifically, candidate position combinations that simultaneously meet the following preset target parameter conditions are selected: The operating power of both the first and second trains is within the reasonable power range for train traction conditions; and the power factors of both trains are within the typical power factor range for electrified railway train operation. Accordingly, the train power constraint is that the train operating power should be within the reasonable power range for train traction conditions (e.g., positive power under traction conditions, negative power under braking conditions, and the absolute value does not exceed the train's rated power); the power factor constraint is that the power factor should be within the typical power factor range for electrified railway train operation (e.g., 0.8~0.95). Candidate position combinations that simultaneously meet both constraints are marked as valid combinations, all of which are retained as target position combinations. Invalid combinations that do not meet the constraints are eliminated, completing the initial screening.

[0054] In one implementation, the real-time positions of the first and second trains are determined based on the total active power loss of the overhead contact line corresponding to the target location combination, including: From the target position combinations, select the minimum position of the first train and the minimum position of the second train corresponding to the minimum total active power loss of the overhead contact system, and the maximum position of the first train and the maximum position of the second train corresponding to the maximum total active power loss of the overhead contact system. The real-time position of the first train is determined based on the average of its minimum and maximum positions; and the real-time position of the second train is determined based on the average of its minimum and maximum positions.

[0055] Specifically, for all the selected target location combinations, the total active power loss of the overhead contact system for each group is calculated. Then, based on the total active power loss of the overhead contact system corresponding to each target location combination, extreme value screening is performed on the target location combinations. The extreme value screening process includes: Traverse the total active power loss of the overhead contact system for each target position combination, find the target position combination where the total active power loss of the overhead contact system is minimized, and record the first train position and the second train position corresponding to this combination, which are respectively denoted as the minimum position of the first train and the minimum position of the second train. At the same time, find the target position combination where the total active power loss of the overhead contact system is maximized, and record the first train position and the second train position corresponding to this combination, which are respectively denoted as the maximum position of the first train and the maximum position of the second train.

[0056] Then, the real-time positions of the first and second trains are calculated using the following formula (3).

[0057]

[0058] in, For the first train at the current time Real-time location, For the second train at the current time Real-time location, For the current moment The smallest position of the first selected train. For the current moment The maximum position of the first train selected. For the current moment The minimum position of the second train selected. For the current moment The maximum position of the second train selected.

[0059] In one implementation, before determining the position domains of the first train and the second train respectively, based on the historical positions of the first train located within the overhead contact line section of the traction power supply system and the second train newly entering the overhead contact line section, the following steps are included: When a single train is running within the overhead contact line section, the position and power of the single train within the section are determined by a pre-constructed second target circuit model. The second target circuit model includes known variables consisting of the voltage on the traction depot side, the feeder current on the traction depot side, the voltage on the section depot side, and the feeder current on the section depot side when the single train is running, as well as unknown variables consisting of the voltage at the train pantograph, the equivalent impedance between the pantograph and the ground, the impedance of the overhead contact line from the traction depot to the pantograph, the impedance of the overhead contact line from the section depot to the pantograph, the length of the overhead contact line from the traction depot to the pantograph, and the length of the overhead contact line from the section depot to the pantograph. The position and power of a single vehicle are verified based on the preset displacement continuity criteria and power change continuity criteria. When the verification result is abnormal, it is determined that a new train has entered the overhead contact line section.

[0060] Specifically, Figure 3 This is a schematic diagram of the circuit structure of the second target circuit model under single-vehicle operating conditions. For example... Figure 3 As shown, the pre-constructed second target circuit model includes known variables and unknown variables, and the corresponding formula is shown in formula (4) below:

[0061] in, , , , These are the traction substation side voltage, traction substation side feeder current, section substation side voltage, and section substation side feeder current, respectively, all of which can be obtained through on-site measuring devices and are known variables; unknown variables include... , , , , , ,in , The voltage at the pantograph of the train and the equivalent impedance between the pantograph and the ground are given. , , , These are the contact wire impedance from the traction substation to the pantograph, the contact wire impedance from the section substation to the pantograph, and the contact wire length from the traction substation to the pantograph; , It is a constant.

[0062] Accordingly, the second target circuit model is used in conjunction with the known variables, including the traction depot side voltage, traction depot side feeder current, section depot side voltage, section depot side feeder current, and constants. , The voltage at the pantograph, the equivalent impedance between the pantograph and the ground, the impedance of the pantograph contact network from the traction depot to the zoning depot, the length of the pantograph contact network from the traction depot to the zoning depot, and the length of the pantograph contact network from the zoning depot to the zoning depot are all calculated. Furthermore, this second target circuit model is constructed based on Kirchhoff's voltage and current laws (KVL, KCL). The number of equations in the corresponding formula (4) is equal to the number of unknowns, and the closed-form solution can be directly solved to obtain the precise position of the train at that moment. and power consumption .

[0063] By utilizing the temporal dependence and spatial continuity of train operation, displacement continuity criteria and power change continuity criteria are constructed, as follows: Displacement continuity criterion: ,in, For train displacement, This represents the maximum speed limit for the line. Criterion for continuity of power change: The train power conforms to the traction characteristic curve and does not change abruptly.

[0064] The calculated single-car position and power are verified using the constructed displacement continuity criterion and power change continuity criterion. If the verification result is abnormal (e.g., the calculated displacement far exceeds the possible value), it is determined that a new train has entered the catenary section, triggering the "new train entry" event. The system then switches to the dual-car operation mode model. Figure 2 The real-time position of the train is determined using the corresponding first target circuit model.

[0065] Furthermore, if the solution results of the first target circuit model continuously fail to meet the target parameter conditions, it is determined that a third train may be entering (i.e., a new train is added), and the model can be extended to a three-train model. The construction and position solution methods of this three-train model are similar to those of the two-train case. When the calculated real-time position of a train exceeds the length of the overhead contact line section, or the train power drops to 0, it is determined that the train has left, and the model is downgraded back to the first target circuit model or the second target circuit model.

[0066] like Figure 4 As shown, the overall implementation process of the train position determination method in this embodiment of the invention is as follows: Step S401: Obtain the voltage and current phasors at the beginning and end of the contact wire and the unit impedance of the contact wire. .

[0067] The voltage and current phasors at the beginning and end of the overhead contact line include the voltage and current phasors of the traction depot at the beginning and the voltage and current phasors of the section depot at the end.

[0068] Step S402: Based on the preset feeder current threshold, determine the feeder current in the voltage and current phasors at the beginning and end; if the feeder current is less than the preset feeder current threshold, it is determined that no train is running in the contact network section and the process ends; if the feeder current is greater than the preset feeder current threshold, then enter the single-vehicle operating condition model (second target circuit model).

[0069] Step S403: Based on the single-vehicle operating condition model, calculate the current single-vehicle position and single-vehicle power.

[0070] Step S404: Calculate the train displacement and verify the calculated single-car position and single-car power according to the constructed displacement continuity criterion and power change continuity criterion; if the verification result is abnormal, proceed to step S405; if the verification result is normal, proceed to step S406.

[0071] Step S405: Count the cumulative number of abnormal results. If the cumulative number is less than the preset threshold, proceed to step S404. If the cumulative number is greater than or equal to the preset threshold, consider the entry of a new vehicle and proceed to step S407.

[0072] Step S406: Output the current position and power of the bicycle.

[0073] Step S407: Run the dual-vehicle operating condition model (first target circuit model).

[0074] Step S408: Construct the first train position domain and the second train position domain.

[0075] Step S409: Traverse the solution domains of the first and second train positions to obtain the candidate position combinations. Substitute these combinations into the dual-train operating model to calculate the electrical operating parameters, and then filter them based on the target parameter conditions, as shown in the following formula (5):

[0076] in, , The power of the first train and the power of the second train. , The first train's power factor and the second train's power factor are given.

[0077] If the candidate location combination satisfies both the train power constraint and the power factor constraint, then proceed to step S410; if at least one of the train power constraint and the power factor constraint is not satisfied, then proceed to step S411.

[0078] Step S410: Determine and output the real-time positions and power of the first and second trains.

[0079] Step S411: Count the cumulative number of times the power requirement is not met. If the cumulative number of times is less than the preset power number threshold, then proceed to step S412; otherwise, proceed to step S408.

[0080] Step S412: Detect whether a train has departed. If yes, proceed to step S403; otherwise, determine that a new train has been added and execute the multi-train model.

[0081] The train position determination method provided in this invention addresses the issue of multiple trains operating simultaneously within the same overhead contact line section. First, it constructs position domains for the first train already within the traction power supply system's contact line section and for the second train newly entering the section. Then, it filters the candidate position combinations obtained by traversing these domains using preset target parameters. Finally, it determines the real-time positions of the first and second trains based on the first and second candidate positions corresponding to the filtered candidate position combinations. This method, by constructing position domains for trains within the contact line and those newly entering the section, enables the separate solution and independent constraints of multiple train positions. Simultaneously, it combines the electrical operating parameters corresponding to the candidate position combinations for precise calculation, effectively solving the underdetermined problem caused by the number of unknowns exceeding the number of equations in multi-train operation. This fundamentally overcomes the limitations of traditional electrical quantity analysis, which can only achieve coarse judgment of section occupancy, significantly improving the accuracy and reliability of train position positioning and achieving refined, high-accuracy position tracking in multi-train operation.

[0082] Example 2 The above describes the train position determination method provided by the embodiments of the present invention. Based on the same idea, the embodiments of the present invention also provide a train position determination device.

[0083] like Figure 5 As shown, the train position determination device 500 includes: The first determining module 501 is used to determine the position domain of the first train and the position domain of the second train based on the historical positions of the first train located in the catenary section of the traction power supply system and the second train that has just entered the catenary section. Traversal module 502 is used to traverse the first train position solution domain and the second train position solution domain to obtain at least one candidate position combination; a single candidate position combination includes a first candidate position taken from the first train position solution domain and a second candidate position taken from the second train position solution domain. The second determining module 503 is used to determine the electrical operating parameters of the traction power supply system corresponding to each combination of candidate positions based on the first candidate position and the second candidate position in each combination of candidate positions. The third determining module 504 is used to determine the real-time positions of the first train and the second train based on the first and second candidate positions corresponding to the candidate position combinations that meet the preset target parameter conditions of the electrical operating parameters.

[0084] In one implementation, the third determining module 504 is specifically used for: By screening candidate position combinations whose electrical operating parameters meet the target parameter conditions, the target position combination is obtained. The real-time positions of the first and second trains are determined based on the total active power loss of the overhead contact system corresponding to the target location combination.

[0085] In one implementation, the third determining module 504 is specifically used for: From the target position combinations, select the minimum position of the first train and the minimum position of the second train corresponding to the minimum total active power loss of the overhead contact system, and the maximum position of the first train and the maximum position of the second train corresponding to the maximum total active power loss of the overhead contact system. The real-time position of the first train is determined based on the average of its minimum and maximum positions; and the real-time position of the second train is determined based on the average of its minimum and maximum positions.

[0086] In one implementation, the electrical operating parameters include the power of a first train, the power of a second train, the power factor of a first train, and the power factor of a second train; the target parameter conditions include train power constraints and power factor constraints; the third determining module 504 is specifically used for: Based on train power constraints and power factor constraints, candidate position combinations are selected where both the power of the first train and the power of the second train satisfy the train power constraints, and both the power factor of the first train and the power factor of the second train satisfy the power factor constraints, thus obtaining the target position combination.

[0087] In one implementation, the second determining module 503 is specifically used for: Using the first and second candidate positions in each candidate position combination as input, the electrical operating parameters of the traction power supply system corresponding to each candidate position combination are determined through a pre-constructed first target circuit model. The pre-constructed first target circuit model includes known variables consisting of the voltage at the traction depot, the feeder current at the traction depot, the voltage at the section depot, and the feeder current at the section depot during single-vehicle operation, as well as unknown variables consisting of the voltage at the pantograph of the first train, the voltage at the pantograph of the second train, the equivalent impedance between the pantograph of the first train and the ground, the equivalent impedance between the pantograph of the second train and the ground, the contact wire current at the pantograph of the first train and the contact wire current at the pantograph of the second train, the contact wire impedance from the traction depot to the pantograph of the first train, the contact wire impedance between pantographs, the contact wire impedance from the section depot to the pantograph of the second train, the contact wire length from the traction depot to the pantograph of the first train, the contact wire length between the two pantographs, and the contact wire length from the section depot to the pantograph of the second train.

[0088] In one implementation, the first determining module 501 is specifically used for: The position domains of the first and second trains are determined by their corresponding historical positions and the range of train displacements between adjacent times in the overhead contact line section.

[0089] In one implementation, the position determining device 500 further includes: The fourth determining module 505 is specifically used to: when a single train is running in the catenary section, determine the position and power of the single train in the catenary section through a pre-constructed second target circuit model; the second target circuit model includes known variables consisting of the voltage on the traction depot side, the feeder current on the traction depot side, the voltage on the section depot side, and the feeder current on the section depot side when the single train is running, as well as unknown variables consisting of the voltage at the train pantograph, the equivalent impedance between the pantograph and the ground, the catenary impedance from the traction depot to the pantograph, the catenary impedance from the section depot to the pantograph, the catenary length from the traction depot to the pantograph, and the catenary length from the section depot to the pantograph. The position and power of a single vehicle are verified based on the preset displacement continuity criteria and power change continuity criteria. When the verification result is abnormal, it is determined that a new train has entered the overhead contact line section.

[0090] Using the train position determination device provided in this embodiment of the invention, when multiple trains coexist in the same overhead contact line section, the device first constructs the position domains corresponding to the first train located in the overhead contact line section of the traction power supply system and the second train newly entering the overhead contact line section. Then, it filters the candidate position combinations obtained by traversing the position domains using preset target parameter conditions. Finally, it determines the real-time positions of the first and second trains using the first and second candidate positions corresponding to the filtered candidate position combinations. By constructing the position domains of trains in the overhead contact line and trains newly entering the overhead contact line section respectively, this device can achieve the split solution and independent constraint of multiple train positions. At the same time, it performs accurate calculations by combining the electrical operating parameters corresponding to the candidate position combinations, effectively solving the problem of underdetermined solutions caused by the number of unknowns being greater than the number of equations in multi-train operation conditions. It fundamentally breaks through the technical limitation of traditional electrical quantity analysis, which can only achieve coarse judgment of section occupancy, significantly improving the accuracy and reliability of train position positioning, and realizing refined and high-accuracy position tracking in multi-train operation conditions.

[0091] Example 3 Figure 6 A schematic diagram of the hardware structure of an electronic device for determining train position according to various embodiments of the present invention.

[0092] The electronic device includes a processor 601 and a memory 602 storing computer program instructions. Specifically, the processor 601 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement embodiments of the present invention.

[0093] Memory 602 may include mass storage for data or instructions. For example, and not limitingly, memory 602 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where suitable, memory 602 may include removable or non-removable (or fixed) media. Where suitable, memory 602 may be internal or external to an electronic device. In a particular embodiment, memory 602 may be a non-volatile solid-state memory.

[0094] In one embodiment, memory 602 may be read-only memory (ROM). In one embodiment, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0095] The processor 601 reads and executes computer program instructions stored in the memory 602 to implement any of the train position determination methods in the above embodiments.

[0096] In one example, the electronic device may also include a communication interface 603 and a bus 610. The processor 601, memory 602, and communication interface 603 are connected via the bus 610 and communicate with each other.

[0097] The communication interface 603 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of the present invention.

[0098] Bus 610 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 610 may include one or more buses. While specific buses are described and illustrated in embodiments of the invention, the invention contemplates any suitable bus or interconnect.

[0099] Furthermore, in conjunction with the train position determination methods in the above embodiments, this invention can be implemented using a computer-readable storage medium. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the train position determination methods in the above embodiments.

[0100] It should be clarified that the present invention is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present invention is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of the present invention.

[0101] The above description is merely a specific implementation of the present invention. Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0102] Secondly, those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0103] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0104] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0105] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0106] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0107] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0108] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0109] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0110] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A train position determination method, characterized by, The method includes: Based on the historical positions of the first train located within the catenary section of the traction power supply system and the second train that has just entered the catenary section, the position domains of the first train and the second train are determined respectively. Traverse the first train position solution domain and the second train position solution domain to obtain at least one candidate position combination; each candidate position combination includes a first candidate position taken from the first train position solution domain and a second candidate position taken from the second train position solution domain; Based on the first candidate position and the second candidate position in each of the candidate position combinations, the electrical operating parameters of the traction power supply system corresponding to each candidate position combination are determined; The real-time positions of the first train and the second train are determined based on the first and second candidate positions corresponding to the candidate position combinations that meet the preset target parameter conditions of the electrical operating parameters.

2. The method of claim 1, wherein, The step of determining the real-time positions of the first train and the second train based on the first candidate position and the second candidate position corresponding to the candidate position combination that meets the preset target parameter conditions of the electrical operating parameters includes: The candidate position combinations that satisfy the target parameter conditions are selected by screening the electrical operating parameters; The real-time positions of the first train and the second train are determined based on the total active power loss of the overhead contact system corresponding to the target position combination.

3. The method of claim 2, wherein, Determining the real-time positions of the first train and the second train based on the total active power loss of the overhead contact line corresponding to the target position combination includes: From the target position combinations, select the first minimum position and the second minimum position of the train corresponding to the minimum value of the total active power loss of the overhead contact system, and the first maximum position and the second maximum position of the train corresponding to the maximum value of the total active power loss of the overhead contact system. The real-time position of the first train is determined based on the average of the minimum position and the maximum position of the first train; and the real-time position of the second train is determined based on the average of the minimum position and the maximum position of the second train.

4. The method according to claim 2, characterized in that, The electrical operating parameters include the power of the first train, the power of the second train, the power factor of the first train, and the power factor of the second train; the target parameter conditions include train power constraints and power factor constraints. The process of filtering candidate location combinations that satisfy the target parameter conditions for electrical operating parameters to obtain the target location combination includes: Based on the train power constraint and the power factor constraint, candidate position combinations are selected where both the first train power and the second train power satisfy the train power constraint, and both the first train power factor and the second train power factor satisfy the power factor constraint, thus obtaining the target position combination.

5. The method according to claim 4, characterized in that, The step of determining the electrical operating parameters of the traction power supply system corresponding to each of the candidate position combinations based on the first candidate position and the second candidate position in each candidate position combination includes: Using the first and second candidate positions in each candidate position combination as input, the electrical operating parameters of the traction power supply system corresponding to each candidate position combination are determined through a pre-constructed first target circuit model; The pre-constructed first target circuit model includes known variables consisting of the voltage on the traction depot side, the feeder current on the traction depot side, the voltage on the section depot side, and the feeder current on the section depot side during single-vehicle operation, as well as unknown variables consisting of the voltage at the pantograph of the first train, the voltage at the pantograph of the second train, the equivalent impedance between the pantograph of the first train and the ground, the equivalent impedance between the pantograph of the second train and the ground, the contact wire current at the pantograph of the first train and the contact wire current at the pantograph of the second train, the contact wire impedance from the traction depot to the pantograph of the first train, the contact wire impedance between pantographs, the contact wire impedance from the section depot to the pantograph of the second train, the contact wire length from the traction depot to the pantograph of the first train, the contact wire length between the two pantographs, and the contact wire length from the section depot to the pantograph of the second train.

6. The method according to claim 1, characterized in that, The determination of the position domains of the first train and the second train, based on the historical positions of the first train located within the overhead contact line section of the traction power supply system and the second train newly entering the overhead contact line section, includes: The position domains of the first train and the second train are determined based on their corresponding historical positions and the travelable displacement range of the train between adjacent times in the overhead contact line section.

7. The method according to claim 1, characterized in that, Before determining the position domains of the first train and the second train respectively based on the historical positions of the first train located within the overhead contact line section of the traction power supply system and the second train newly entering the overhead contact line section, the process includes: When a single train is running within the overhead contact line section, the position and power of the single train within the section are determined using a pre-constructed second target circuit model. The second target circuit model includes known variables consisting of the voltage on the traction depot side, the feeder current on the traction depot side, the voltage on the section depot side, and the feeder current on the section depot side when the single train is running, as well as unknown variables consisting of the voltage at the train pantograph, the equivalent impedance between the pantograph and the ground, the impedance of the overhead contact line from the traction depot to the pantograph, the impedance of the overhead contact line from the section depot to the pantograph, the length of the overhead contact line from the traction depot to the pantograph, and the length of the overhead contact line from the section depot to the pantograph. The position and power of the single vehicle are verified based on the preset displacement continuity criterion and power change continuity criterion. When the verification result is abnormal, it is determined that a new train has entered the overhead contact line section.

8. A train position determination device, characterized in that, The device includes: The first determining module is used to determine the position domain of the first train and the position domain of the second train based on the historical positions of the first train located in the catenary section of the traction power supply system and the second train that has just entered the catenary section. The traversal module is used to traverse the first train position solution domain and the second train position solution domain to obtain at least one candidate position combination; a single candidate position combination includes a first candidate position taken from the first train position solution domain and a second candidate position taken from the second train position solution domain; The second determining module is used to determine the electrical operating parameters of the traction power supply system corresponding to each of the candidate position combinations based on the first candidate position and the second candidate position in each candidate position combination; The third determining module is used to determine the real-time positions of the first train and the second train based on the first candidate position and the second candidate position corresponding to the candidate position combination that meets the preset target parameter conditions of the electrical operating parameters.

9. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the train position determination method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the train position determination method as described in any one of claims 1 to 7.

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