Vehicle non-contact positioning method and system

Abstract

The present invention provides a non-contact vehicle positioning method and system, including multiple monitoring nodes, each monitoring node including a computing unit and multiple sensing units, within the monitoring range of each monitoring node, sensing units are arranged at various monitoring points along the station section, and the computing unit is deployed in the station equipment room; train operation environment data is collected by the sensing unit; the train operation environment data is analyzed and processed by the computing unit to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status and train positioning information; the structured information of the operation environment, the structured information of the train operation status and the train positioning information are integrated and processed to obtain real-time operation environment data of the train within the entire line range and positioning information on the train line; the real-time operation environment data of the train within the entire line range and positioning information on the train line are displayed.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a vehicle non-contact positioning method and system. Background Art

[0002] The operation and control mode of rail transit vehicles has gradually transitioned from manual (driver) driving to manned automatic driving (GoA3) or unmanned driving (GoA4) with a higher level of automation. Rail transit trains have heavy weight and long braking distances, and the line conditions are complex and diverse. In order to ensure driving safety, it is necessary to detect obstacles in the track area that may endanger driving safety at a longer distance; for unmanned driving that reaches the GoA4 level, there is no resident driver on the train, and there is a lack of means to effectively monitor the driving environment. Therefore, the industry has gradually introduced sensors such as cameras and radars into train operation control to build a perception system, deploy sensors around the track, and continuously detect the track area to detect obstacles in a timely manner and reduce driving safety risks.

[0003] On the track, measuring train speed is the basis for ensuring driving safety. The commonly used train positioning method is to detect the train position by distributing axle counters, track circuits, transponders, and loops along the track. However, this positioning method can only determine the area where the train is located, and cannot continuously and accurately locate it; at the same time, it cannot collect data on the actual driving environment. The equipment is deployed on the track in a contact manner, and the installation and maintenance costs are high. Summary of the invention

[0004] In view of this, the purpose of the present invention is to provide a vehicle non-contact positioning method and system, which can collect train environmental data in real time, realize the positioning of the train across multiple monitoring points on the line, and improve the positioning accuracy; and the computing unit is deployed in the station equipment room, and the sensing unit is deployed along the station area to reduce maintenance costs.

[0005] In a first aspect, an embodiment of the present invention provides a non-contact vehicle positioning method, comprising a plurality of monitoring nodes, each of which comprises a computing unit and a plurality of sensing units, wherein within the monitoring range of each of the monitoring nodes, a sensing unit is provided at each monitoring point along the station section, and the computing unit is deployed in a station equipment room; the method comprises:

[0006] Collecting train operation environment data through the sensing unit;

[0007] The train operation environment data is analyzed and processed by the calculation unit to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status and train positioning information;

[0008] The structured information of the operating environment, the structured information of the train operating status and the train positioning information are integrated to obtain the real-time operating environment data of the train within the entire line and the positioning information of the train on the line;

[0009] Display the real-time running environment data of the entire line and the positioning information on the train line.

[0010] Furthermore, the train operation environment data includes video images and data content scenes, and the data content scenes include passing trains, tracks on which trains travel, signal lights, switches, and on-site tunnel environment backgrounds;

[0011] The structured information of the operating environment includes track line identification, signal light mechanism position, turnout position state analysis results and obstacle target detection;

[0012] The structured information of the train running status includes train image features, train size, distance of the train head relative to the monitoring point, train running direction and speed.

[0013] Furthermore, the train operation environment data is analyzed and processed by the calculation unit to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status and train positioning information, including:

[0014] The train running environment data is identified by the calculation unit to obtain the train head and train tail;

[0015] Tracking the train according to the train head and the train tail, triggering a train event, and calculating the train speed measurement and positioning information, wherein the train speed measurement and positioning information includes the train position, the train running speed and the train running direction;

[0016] Among them, the train position is the position of the train in the train speed measurement and positioning event, the train speed is the train running speed in the train speed measurement and positioning event, and the train running direction is the train running direction in the train speed measurement and positioning event.

[0017] Furthermore, the train events include train entry events, train speed measurement and positioning events, train departure events, and train departure events;

[0018] Among them, the train entry event is triggered when the front of the train is first detected entering at the monitoring point; the train speed measurement and positioning event is triggered when the train passes the starting and ending points marked on the track line at the monitoring point; the train departure event is triggered when the front of the train leaves the monitoring range at the monitoring point; the train departure event is triggered when the rear of the train leaves the monitoring range at the monitoring point.

[0019] Furthermore, the structured information of the operating environment, the structured information of the train operating status and the train positioning information are integrated to obtain the real-time operating environment data of the train within the entire line and the positioning information on the train line, including:

[0020] Acquire a first train event set corresponding to a first monitoring point and a second train event set corresponding to a second monitoring point, wherein the first monitoring point and the second monitoring point are adjacent to each other;

[0021] Determining, according to the first train event set and the second train event set, whether the trains passing through the first monitoring point and the second monitoring point belong to the same train;

[0022] If yes, the positioning information of the train crossing multiple monitoring points on the line is determined.

[0023] Further, obtaining a first train event set corresponding to the first monitoring point and a second train event set corresponding to the second monitoring point includes:

[0024] Obtaining the occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the location of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, and the running direction of the train in the train speed measurement and positioning event;

[0025] The occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the location of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, and the running direction of the train in the train speed measurement and positioning event are constructed to obtain a train event set for each monitoring point;

[0026] Constructing a train passing set for each monitoring point according to the train event set for each monitoring point;

[0027] A first train event set corresponding to the first monitoring point and a second train event set corresponding to the second monitoring point are determined according to the train event set of each monitoring point.

[0028] Further, judging whether the trains passing through the first monitoring point and the second monitoring point belong to the same train according to the first train event set and the second train event set includes:

[0029] In the train speed measurement and positioning event, when the train position at the second monitoring point is greater than the train position at the first monitoring point, obtaining the speed measurement difference between the first monitoring point and the second monitoring point of the passing train;

[0030] Obtaining a distance between the first monitoring point and the second monitoring point;

[0031] The occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the position of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, the running direction of the train in the train speed measurement and positioning event, the speed measurement difference and the spacing constitute constraint conditions;

[0032] If the second train event set satisfies the constraint condition, the trains passing through the first monitoring point and the second monitoring point belong to the same train.

[0033] In a second aspect, an embodiment of the present invention provides a non-contact vehicle positioning system, the system comprising a plurality of monitoring nodes, each of the monitoring nodes comprising a computing unit and a plurality of sensing units, within the monitoring range of each of the monitoring nodes, a sensing unit is provided at each monitoring point along the station section, and the computing unit is deployed in a station equipment room; the system further comprises a central processing unit connected to each of the monitoring nodes;

[0034] The sensing unit is used to collect train operation environment data;

[0035] The computing unit is used to analyze and process the train operation environment data to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status, and train positioning information;

[0036] The central processing unit is used to integrate the structured information of the operating environment, the structured information of the train operating status and the train positioning information to obtain real-time operating environment data of the train within the entire line and positioning information on the train line; and display the real-time operating environment data of the train within the entire line and positioning information on the train line.

[0037] In a third aspect, an embodiment of the present invention provides an electronic device, including a memory and a processor, wherein the memory stores a computer program executable on the processor, and the processor implements the method described above when executing the computer program.

[0038] In a fourth aspect, an embodiment of the present invention provides a computer-readable medium having a non-volatile program code executable by a processor, wherein the program code enables the processor to execute the method as described above.

[0039] The embodiment of the present invention provides a non-contact vehicle positioning method and system, including multiple monitoring nodes, each monitoring node includes a computing unit and multiple sensing units, within the monitoring range of each monitoring node, a sensing unit is set at each monitoring point along the station section, and the computing unit is deployed in the station equipment room; the train operation environment data is collected by the sensing unit; the train operation environment data is analyzed and processed by the computing unit to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status and train positioning information; the structured information of the operation environment, the structured information of the train operation status and the train positioning information are integrated and processed to obtain real-time operation environment data of the train within the entire line and positioning information on the train line; the real-time operation environment data of the train within the entire line and positioning information on the train line are displayed; the train environment data can be collected in real time, the positioning of the train across multiple monitoring points on the line is realized, and the positioning accuracy is improved; and the computing unit is deployed in the station equipment room, and the sensing unit is deployed along the station area to reduce maintenance costs.

[0040] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention are realized and obtained by the structures particularly pointed out in the description, claims and drawings.

[0041] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0043] Figure 1 A flow chart of a non-contact vehicle positioning method provided in Embodiment 1 of the present invention;

[0044] Figure 2 This is a schematic diagram of a non-contact vehicle positioning system provided in Embodiment 2 of the present invention. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0046] To facilitate understanding of this embodiment, the embodiment of the present invention is described in detail below.

[0047] Embodiment 1:

[0048] Figure 1 This is a flow chart of a non-contact vehicle positioning method provided in Embodiment 1 of the present invention.

[0049] Reference Figure 1 , including multiple monitoring nodes, each monitoring node including a computing unit and multiple sensing units, within the monitoring range of each monitoring node, a sensing unit is set at each monitoring point along the station section, and the computing unit is deployed in the station equipment room; the method includes the following steps:

[0050] Step S101, collecting train operation environment data through a sensing unit;

[0051] Here, by setting up a series of distributed sensing units covering the entire line at various monitoring points along the station section, real-time collection of train operation environment data in the line section is carried out; by setting up computing units at each station, together with sensing units in a certain area, a monitoring node with local environmental monitoring capabilities is formed.

[0052] This application is based on continuous monitoring of the train's operating status. Compared with existing positioning methods, collecting train operating environment data can provide a more sufficient basis for train positioning judgment.

[0053] Step S102, analyzing and processing the train operation environment data by a computing unit to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status, and train positioning information;

[0054] Step S103, fusing the structured information of the operating environment, the structured information of the train operating status and the train positioning information to obtain the real-time operating environment data of the train within the entire line and the positioning information of the train on the line; wherein the fusing process includes the positioning of the train on the line;

[0055] Specifically, when a train passes through multiple continuous monitoring points, multiple groups of train events related to time, position, speed and direction are generated. The time and space correlations between the data of each group of events are verified according to the train movement trend, and it is determined whether they are the running data of the same train, so as to realize the positioning of the train across multiple monitoring points.

[0056] Step S104, displaying the real-time running environment data of the entire line and the positioning information of the train line.

[0057] The present application is based on continuous monitoring of the train's running process, and the positioning information obtained is more accurate, which solves the problem that the prior art can only determine the scope of the area where the train is located.

[0058] Furthermore, the train operation environment data includes video images and data content scenes, wherein the data content scenes include passing trains, tracks on which trains travel, signal lights, switches, and on-site tunnel environment backgrounds;

[0059] The structured information of the operating environment includes track line identification, signal light mechanism location, turnout position status analysis results and obstacle target detection;

[0060] The structured information of the train running status includes the train (front / rear) image features, the train (front / rear) size, the distance of the train front relative to the monitoring point, the train travel direction (up / down) and the speed.

[0061] Further, step S102 includes the following steps:

[0062] Step S201, identifying the train running environment data through a computing unit to obtain the train head and train tail;

[0063] Here, when a train passes within the monitoring range of a monitoring point, the algorithm identifies the front and rear of the train by analyzing the train operating environment data; tracks the train, triggers train events, calculates the train speed and positioning information, and then sends the train speed and positioning information to the central processing unit.

[0064] Step S202, tracking the train according to the train head and the train tail, triggering a train event, and calculating the train speed measurement and positioning information, wherein the train speed measurement and positioning information includes the train position, the train running speed and the train running direction;

[0065] Among them, the train position is the position of the train in the train speed measurement and positioning event, the train speed is the running speed of the train in the train speed measurement and positioning event, and the train running direction is the running direction of the train in the train speed measurement and positioning event.

[0066] Furthermore, the train events include train entry events, train speed measurement and positioning events, train departure events, and train departure events;

[0067] Among them, the train entry event is triggered when the front of the train is first detected entering the monitoring point; the train speed measurement and positioning event is triggered when the train passes the start and end points marked on the track line at the monitoring point, including the train position, speed and movement direction calculated according to the time and marked position information;

[0068] The train leaving event is triggered when the front of the train leaves the monitoring range at the monitoring point; the train leaving event is triggered when the rear of the train leaves the monitoring range at the monitoring point.

[0069] Here, the location information of the train speed measurement and positioning events at each monitoring point is used as the benchmark / calibration, and the occurrence time of other train events is used as a constraint (implicit train location range constraint); the position of the train at other time points is estimated based on speed and time.

[0070] Further, step S103 includes the following steps:

[0071] Step S301, obtaining a first train event set corresponding to a first monitoring point and a second train event set corresponding to a second monitoring point, wherein the first monitoring point and the second monitoring point are adjacent to each other;

[0072] Step S302, judging whether the trains passing through the first monitoring point and the second monitoring point belong to the same train according to the first train event set and the second train event set;

[0073] Step S303: If yes, determine the positioning information of the train crossing multiple monitoring points on the line.

[0074] Further, step S301 includes the following steps:

[0075] Step S401, obtaining the occurrence time T1(n) of the train entering event, the occurrence time T2(n) of the train speed measurement and positioning event, the occurrence time T3(n) of the train leaving event, the occurrence time T4(n) of the train leaving event, the train position L(n) in the train speed measurement and positioning event, the train running speed S(n) in the train speed measurement and positioning event, and the train running direction D(n) in the train speed measurement and positioning event;

[0076] Here, the above is the definition of the train event of the first monitoring point M(n).

[0077] Step S402, construct the occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the train position in the train speed measurement and positioning event, the train running speed in the train speed measurement and positioning event, and the train running direction in the train speed measurement and positioning event to obtain the train event set E = {T1(n), T2(n), T3(n), T4(n), L(n), S(n)} of each monitoring point;

[0078] Step S403, constructing a train passing set C = {E1, E2, ...En} for each monitoring point according to the train event set E of each monitoring point;

[0079] Step S404, determining a first train event set E(n) corresponding to the first monitoring point M(n) and a second train event set E(n+1) corresponding to the second monitoring point M(n+1) according to the train event set E of each monitoring point.

[0080] Here, according to the time point, position, etc. of E(n) and taking into account the estimation error, a reasonable numerical range of E(n+1) can be given. When the various values ​​of E(n+1) are within the estimated range, it is determined that E(n) and E(n+1) correspond to the train event sets of the same train at M(n) and M(n+1), respectively, thereby realizing the positioning of a single train across multiple monitoring points on the line.

[0081] Further, step S302 includes the following steps:

[0082] Step S501, in a train speed measurement and positioning event, when the train position L(n+1) of the second monitoring point is greater than the train position L(n) of the first monitoring point, obtaining the speed difference between the first monitoring point and the second monitoring point of the passing train;

[0083] Step S502, obtaining the distance between the first monitoring point and the second monitoring point;

[0084] Here, the speed difference between E(n+1) and E(n) is S(d)=|S(n+1)-S(n)|;

[0085] The distance between monitoring points M(n+1) and M(n) is denoted as Y.

[0086] Step S503, the occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the position of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, the running direction of the train in the train speed measurement and positioning event, the speed difference and the spacing constitute constraint conditions;

[0087] Step S504: If the second train event set meets the constraint condition, the trains passing through the first monitoring point and the second monitoring point belong to the same train.

[0088] Specifically, if the values ​​of E(n+1) satisfy the following conditions:

[0089] T1(n+1)∈[T1(n)+Y / (S(n)+S(d)), T1(n)+Y / (S(n)–S(d))]

[0090] T2(n+1)∈[T2(n)+Y / (S(n)+S(d)), T2(n)+Y / (S(n)–S(d))]

[0091] T3(n+1)∈[T3(n)+Y / (S(n)+S(d)), T3(n)+Y / (S(n)–S(d))]

[0092] T4(n+1)∈[T4(n)+Y / (S(n)+S(d)), T4(n)+Y / (S(n)–S(d))]

[0093] T4(n+1)>T3(n+1)>T2(n+1)>T1(n+1)

[0094] (L(n+1)–Ln)∈[Y*0.5, Y*1.5]

[0095] D(n+1)=D(n)

[0096] It is determined that E(n+1) and E(n) correspond to the same train, otherwise they correspond to different trains.

[0097] Among them, T1(n+1) is the occurrence time of the train entering event at the second monitoring point, T2(n+1) is the occurrence time of the train speed measurement and positioning event at the second monitoring point, T3(n+1) is the occurrence time of the train leaving event at the second monitoring point, T4(n+1) is the occurrence time of the train leaving event at the second monitoring point, L(n+1) is the position of the train in the train speed measurement and positioning event at the second monitoring point, and D(n+1) is the running direction of the train in the train speed measurement and positioning event at the second monitoring point.

[0098] The present application solves the problem that when a train crosses multiple monitoring points, it is difficult to distinguish different trains based on their appearance characteristics due to the lack of uniqueness of the train's appearance characteristics, thereby achieving the positioning of the train across multiple monitoring points on the line and improving the accuracy of positioning.

[0099] Embodiment 2:

[0100] Figure 2 This is a schematic diagram of a non-contact vehicle positioning system provided in Embodiment 2 of the present invention.

[0101] Reference Figure 2 The system includes a plurality of monitoring nodes, each of which includes a computing unit and a plurality of sensing units. Within the monitoring range of each monitoring node, sensing units are arranged at various monitoring points along the station section, and the computing units are deployed in the station equipment room; the system also includes a central processing unit connected to each monitoring node;

[0102] A sensing unit, used to collect train operation environment data;

[0103] A computing unit, used to analyze and process the train running environment data to obtain structured information of the running environment within the monitoring range of each monitoring point, structured information of the train running status and train positioning information;

[0104] The central processing unit is used to integrate the structured information of the operating environment, the structured information of the train operating status and the train positioning information to obtain the real-time operating environment data of the train within the entire line and the positioning information on the train line; and display the real-time operating environment data of the train within the entire line and the positioning information on the train line.

[0105] Here, the computing unit of the monitoring node can access multiple sensing units and analyze and monitor the data collected by the sensing units; within the area under the jurisdiction of the monitoring node, the regional coverage of data collection and monitoring is achieved through the distributed deployment of various sensing units.

[0106] The central processing unit achieves full coverage of the entire line monitoring by collecting data from each monitoring node's monitoring area. The system is constructed in layers through the perception unit, computing unit, and central processing unit, which correspond to the data collection of each monitoring point, the data analysis of each monitoring node, and the data integration of the entire central line, which is conducive to forming a bottom-up, coarse-to-fine, layer-by-layer data analysis and processing process.

[0107] This application is explained by taking a rail line consisting of 1 monitoring center and 10 stations as an example: the system includes 1 central processing unit and 10 monitoring nodes, the central processing unit is deployed in the monitoring center, these monitoring nodes correspond one-to-one to the 10 stations, and the jurisdiction of each monitoring node includes the station and the station section; each monitoring node includes 1 sub-computing unit and 10 perception units, among which the sub-computing unit is deployed in the station equipment room, and the perception unit is deployed along the station area; a total of 90 perception units are distributed and deployed along the entire line.

[0108] The embodiment of the present invention provides a non-contact vehicle positioning method and system, including multiple monitoring nodes, each monitoring node includes a computing unit and multiple sensing units, within the monitoring range of each monitoring node, a sensing unit is set at each monitoring point along the station section, and the computing unit is deployed in the station equipment room; the train operation environment data is collected by the sensing unit; the train operation environment data is analyzed and processed by the computing unit to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status and train positioning information; the structured information of the operation environment, the structured information of the train operation status and the train positioning information are integrated and processed to obtain real-time operation environment data of the train within the entire line and positioning information on the train line; the real-time operation environment data of the train within the entire line and positioning information on the train line are displayed; the train environment data can be collected in real time, the positioning of the train across multiple monitoring points on the line is realized, and the positioning accuracy is improved; and the computing unit is deployed in the station equipment room, and the sensing unit is deployed along the station area to reduce maintenance costs.

[0109] An embodiment of the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the vehicle contactless positioning method provided in the above embodiment are implemented.

[0110] An embodiment of the present invention further provides a computer-readable medium having a non-volatile program code executable by a processor, wherein a computer program is stored on the computer-readable medium, and when the computer program is executed by the processor, the steps of the vehicle non-contact positioning method of the above embodiment are executed.

[0111] The computer program product provided in the embodiment of the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the method described in the previous method embodiment. The specific implementation can be found in the method embodiment and will not be repeated here.

[0112] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system and device described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0113] In addition, in the description of the embodiments of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0114] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc., which can store program codes.

[0115] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0116] Finally, it should be noted that the above-described embodiments are only specific implementations of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The protection scope of the present invention is not limited thereto. Although the present invention is described in detail with reference to the above-described embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-described embodiments within the technical scope disclosed by the present invention, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A non-contact vehicle positioning method, characterized in that: The method comprises a plurality of monitoring nodes, each of which comprises a computing unit and a plurality of sensing units. Within the monitoring range of each monitoring node, a sensing unit is arranged at each monitoring point along the station section, and the computing unit is deployed in a station equipment room. The method comprises: Collecting train operation environment data through the sensing unit; The train operation environment data is analyzed and processed by the calculation unit to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status and train positioning information; The structured information of the operating environment, the structured information of the train operating status and the train positioning information are integrated to obtain the real-time operating environment data of the train within the entire line and the positioning information of the train on the line; Displaying real-time running environment data of the train within the entire line and positioning information on the train line; The structured information of the operating environment, the structured information of the train operating status and the train positioning information are integrated to obtain the real-time operating environment data of the train within the entire line and the positioning information on the train line, including: Acquire a first train event set corresponding to a first monitoring point and a second train event set corresponding to a second monitoring point, wherein the first monitoring point and the second monitoring point are adjacent to each other; Determining, according to the first train event set and the second train event set, whether the trains passing through the first monitoring point and the second monitoring point belong to the same train; If yes, determining the location information of the train crossing a plurality of the monitoring points on the line; Acquiring a first train event set corresponding to a first monitoring point and a second train event set corresponding to a second monitoring point, including: Obtaining the occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the location of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, and the running direction of the train in the train speed measurement and positioning event; The occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the location of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, and the running direction of the train in the train speed measurement and positioning event are constructed to obtain a train event set for each monitoring point; Constructing a train passing set for each monitoring point according to the train event set for each monitoring point; Determine, according to the train event set of each monitoring point, a first train event set corresponding to the first monitoring point and a second train event set corresponding to the second monitoring point; Determining, according to the first train event set and the second train event set, whether the trains passing through the first monitoring point and the second monitoring point belong to the same train includes: In the train speed measurement and positioning event, when the train position at the second monitoring point is greater than the train position at the first monitoring point, obtaining the speed measurement difference between the first monitoring point and the second monitoring point of the passing train; Obtaining a distance between the first monitoring point and the second monitoring point; The occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the position of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, the running direction of the train in the train speed measurement and positioning event, the speed measurement difference and the spacing constitute constraint conditions; If the second train event set satisfies the constraint condition, the trains passing through the first monitoring point and the second monitoring point belong to the same train.

2. The vehicle non-contact positioning method according to claim 1, characterized in that: The train running environment data includes video images and data content scenes, and the data content scenes include passing trains, tracks on which trains run, signal lights, switches, and on-site tunnel environment background; The structured information of the operating environment includes track line identification, signal light mechanism position, turnout position state analysis results and obstacle target detection; The structured information of the train running status includes train image features, train size, distance of the train head relative to the monitoring point, train running direction and speed.

3. The vehicle non-contact positioning method according to claim 1, characterized in that: The train operation environment data is analyzed and processed by the calculation unit to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status and train positioning information, including: The train running environment data is identified by the calculation unit to obtain the train head and train tail; Tracking the train according to the train head and the train tail, triggering a train event, and calculating the train speed measurement and positioning information, wherein the train speed measurement and positioning information includes the train position, the train running speed and the train running direction; Among them, the train position is the position of the train in the train speed measurement and positioning event, the train speed is the train running speed in the train speed measurement and positioning event, and the train running direction is the train running direction in the train speed measurement and positioning event.

4. The vehicle non-contact positioning method according to claim 3, characterized in that: The train events include train entry events, train speed measurement and positioning events, train departure events and train departure events; Among them, the train entry event is triggered when the front of the train is first detected entering at the monitoring point; the train speed measurement and positioning event is triggered when the train passes the starting and ending points marked on the track line at the monitoring point; the train departure event is triggered when the front of the train leaves the monitoring range at the monitoring point; the train departure event is triggered when the rear of the train leaves the monitoring range at the monitoring point.

5. A vehicle non-contact positioning system, characterized in that: The system includes a plurality of monitoring nodes, each of which includes a computing unit and a plurality of sensing units. Within the monitoring range of each monitoring node, a sensing unit is arranged at each monitoring point along the station section, and the computing unit is deployed in the station equipment room; the system also includes a central processing unit connected to each of the monitoring nodes; The sensing unit is used to collect train operation environment data; The computing unit is used to analyze and process the train operation environment data to obtain structured information of the operation environment within the monitoring range of each monitoring point, structured information of the train operation status, and train positioning information; The central processing unit is used to integrate the structured information of the operating environment, the structured information of the train operating status and the train positioning information to obtain the real-time operating environment data of the train within the entire line range and the positioning information on the train line; and display the real-time operating environment data of the train within the entire line range and the positioning information on the train line; The central processing unit is specifically used for: Acquire a first train event set corresponding to a first monitoring point and a second train event set corresponding to a second monitoring point, wherein the first monitoring point and the second monitoring point are adjacent to each other; Determining, according to the first train event set and the second train event set, whether the trains passing through the first monitoring point and the second monitoring point belong to the same train; If yes, determining the location information of the train crossing a plurality of the monitoring points on the line; The central processing unit is specifically used for: Obtaining the occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the location of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, and the running direction of the train in the train speed measurement and positioning event; The occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the location of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, and the running direction of the train in the train speed measurement and positioning event are constructed to obtain a train event set for each monitoring point; Constructing a train passing set for each monitoring point according to the train event set for each monitoring point; Determine, according to the train event set of each monitoring point, a first train event set corresponding to the first monitoring point and a second train event set corresponding to the second monitoring point; The central processing unit is specifically used for: In the train speed measurement and positioning event, when the train position at the second monitoring point is greater than the train position at the first monitoring point, obtaining the speed measurement difference between the first monitoring point and the second monitoring point of the passing train; Obtaining a distance between the first monitoring point and the second monitoring point; The occurrence time of the train entering event, the occurrence time of the train speed measurement and positioning event, the occurrence time of the train leaving event, the occurrence time of the train leaving event, the position of the train in the train speed measurement and positioning event, the running speed of the train in the train speed measurement and positioning event, the running direction of the train in the train speed measurement and positioning event, the speed measurement difference and the spacing constitute constraint conditions; If the second train event set satisfies the constraint condition, the trains passing through the first monitoring point and the second monitoring point belong to the same train.

6. An electronic device comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 4 is implemented.

7. A computer-readable medium having a non-volatile program code executable by a processor, characterized in that: The program code enables the processor to execute the method according to any one of claims 1 to 4.

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