Train positioning method and device based on grating array, equipment and storage medium

Abstract

The present application relates to a kind of train positioning method based on grating array, device, equipment and storage medium, the method includes: obtaining the vibration signal of train non-low-speed state based on grating array detection, according to the vibration signal determines train non-low-speed state travel information;When train enters low speed state from non-low-speed state, determine the time when train enters low speed state from non-low-speed state;According to the train non-low-speed state travel information and the time when train enters low speed state from non-low-speed state, train range of occupation estimation value is obtained by calculation;According to the train range of occupation estimation value, train is positioned.The present application provides a kind of train positioning method based on grating array, device, equipment and storage medium, according to train non-low-speed state travel information to determine the time when train enters low speed state from non-low-speed state, further calculate train range of occupation estimation value, realize the positioning of train.

Description

Technical Field

[0001] This invention relates to the field of grating sensing technology, and in particular to a train positioning method, apparatus, device, and storage medium based on a grating array. Background Technology

[0002] As a vital backbone of public transportation, rail transit has become an essential tool for people's daily travel due to its advantages such as high speed, energy efficiency, environmental friendliness, punctuality, and convenience. The safe operation of trains must be foolproof, and obtaining real-time and accurate train location information is a prerequisite for ensuring the safe operation of rail transit.

[0003] Traditional rail transit train positioning methods utilize grating array sensing technology to collect trackside vibration information, process it, and convert it into grating measurement area occupancy detection. Grating measurement area occupancy detection can then be used to further locate and track wheel-rail trains on the line, thus determining the train's position.

[0004] However, since grating array sensing technology cannot obtain occupancy information of the grating measurement area by collecting vibration information when the train enters a low-speed (including stationary) state from a non-low-speed state, traditional rail transit train positioning methods will result in the loss of train position information and the inability to locate the train in real time, thus affecting the train's driving safety. Summary of the Invention

[0005] In view of this, it is necessary to provide a train positioning method, device, equipment and storage medium based on grating array to solve the problem that the existing grating array sensing technology cannot obtain the occupancy information of the grating measurement area by collecting the vibration information of the train from a non-low speed state to a low speed state, thus making it impossible to locate the train and affecting the train's driving safety.

[0006] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a train positioning method based on a grating array, comprising:

[0008] The vibration signal of the train under non-low speed conditions is acquired based on the detection of the grating array, and the train's non-low speed driving information is determined based on the vibration signal.

[0009] When a train transitions from a non-low-speed state to a low-speed state, the time when the train transitions from a non-low-speed state to a low-speed state is determined.

[0010] The estimated value of the train's occupancy range is calculated based on the train's non-low-speed driving information and the time it takes for the train to transition from a non-low-speed state to a low-speed state.

[0011] The train is located based on the estimated area of ​​occupancy.

[0012] In some possible implementations, when the train transitions from a non-low-speed state to a low-speed state, determining the time of transition includes:

[0013] Based on the vibration signal information of the train occupancy measurement area in the grating array, it is determined whether the train has entered a low-speed state from a non-low-speed state.

[0014] If the train transitions from a non-low-speed state to a low-speed state, then determine the time when the train last passed through the survey area at a non-low-speed state.

[0015] The time it takes for the train to transition from a non-low-speed state to a low-speed state is calculated based on the time when the train first passes through the survey area at low speed and the time when the train last passes through the survey area at a non-low-speed state.

[0016] In some possible implementations, the determination of whether a train has transitioned from a non-low-speed state to a low-speed state is based on vibration signal information from the train occupancy measurement zone in the grating array, including:

[0017] Based on a grating array, the vibration signal of the train is detected in real time in the test area to obtain the vibration signal information of the test area occupied by the train. The vibration signal information includes the presence of vibration signal and the absence of vibration signal.

[0018] When all measurement areas within the train's coverage area have vibration signals within a certain cycle, but no vibration signals are present in the next adjacent cycle, the train transitions from a non-low-speed state to a low-speed state.

[0019] In some possible implementations, the estimated train occupancy range is calculated based on the train's non-low-speed travel information and the time it takes for the train to transition from a non-low-speed state to a low-speed state. This includes:

[0020] Establish and train the dynamic model;

[0021] Based on the dynamic model, the estimated value of the train occupancy range is calculated according to the train's non-low-speed driving information and the time it takes for the train to enter the low-speed state from the non-low-speed state.

[0022] In some possible implementations, the train's non-low-speed travel information includes the train's non-low-speed speed and the actual value of the occupancy range in the non-low-speed state. Based on a dynamic model, an estimated value of the train's occupancy range is calculated based on the train's non-low-speed travel information and the time it takes for the train to transition from a non-low-speed state to a low-speed state, including:

[0023] The average speed of the train when it enters the low-speed state is calculated based on the train's speed in the non-low-speed state and the time it takes for the train to enter the low-speed state from the non-low-speed state.

[0024] The train's travel distance is calculated based on the time it takes for the train to transition from a non-low-speed state to a low-speed state and the average speed at which it transitions from a non-low-speed state to a low-speed state.

[0025] The estimated value of the train's encroachment range is calculated based on the train's travel distance and the actual value of the encroachment range under non-low-speed conditions.

[0026] In some possible implementations, vibration signals of the train under non-low-speed conditions detected by a grating array are acquired, and the train's non-low-speed driving information is determined based on the vibration signals, including:

[0027] Vibration signals of the train during operation are collected in all test areas of the grating array at a preset period, and the train occupancy range is calculated based on the vibration signals to obtain the actual value of the train occupancy range.

[0028] Identify the continuously occupied test area by the train based on the actual value of the train's occupancy range, and determine the train's non-low-speed travel information.

[0029] In some possible implementations, the continuously occupied survey area is identified based on the actual value of the train's occupancy range, and the train's non-low-speed travel information is determined, including:

[0030] The train's direction of travel and the train's head are determined based on the identified continuous occupancy of the survey area.

[0031] The train's speed is calculated based on the distance between the train's locomotive and the area occupied by the train's occupancy, and the preset cycle.

[0032] Secondly, the present invention also provides a train positioning device based on a grating array, comprising:

[0033] The acquisition module is used to acquire vibration signals of the train under non-low speed conditions based on grating array detection, and to determine the train's non-low speed driving information based on the vibration signals.

[0034] The time module is used to calculate the time it takes for a train to transition from a non-low-speed state to a low-speed state, based on a grating array.

[0035] The calculation module is used to calculate the estimated value of the train occupancy range based on the train's non-low speed driving information and the time it takes for the train to enter the low speed state from the non-low speed state.

[0036] The positioning module is used to locate the train based on the estimated value of the train's occupancy range and update the train's position information.

[0037] Thirdly, the present invention also provides an electronic device, including a memory and a processor, wherein,

[0038] Memory, used to store programs;

[0039] The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps in the grating array-based train positioning method in any of the above implementations.

[0040] Fourthly, the present invention also provides a computer-readable storage medium for storing a computer-readable program or instruction, which, when executed by a processor, can implement the steps of the train positioning method based on a grating array in any of the above implementations.

[0041] The beneficial effects of the above embodiments are as follows: This invention relates to a train positioning method, apparatus, device, and storage medium based on a grating array. The method includes: acquiring vibration signals of a train in a non-low-speed state detected by a grating array; determining train non-low-speed state travel information based on the vibration signals; determining the time when the train transitions from a non-low-speed state to a low-speed state; calculating an estimated train occupancy range based on the train non-low-speed state travel information and the time when the train transitions from a non-low-speed state to a low-speed state; and positioning the train based on the estimated train occupancy range. This invention first determines the train non-low-speed state travel information, determines the time when the train transitions from a non-low-speed state to a low-speed state based on the train non-low-speed state travel information, and then calculates an estimated train occupancy range based on the train non-low-speed state travel information and the time when the train transitions from a non-low-speed state to a low-speed state. The estimated train occupancy range is used to locate the train's position and update the train position information, enabling positioning of the train in a low-speed state and improving train operation safety. Attached Figure Description

[0042] Figure 1 This is a flowchart illustrating an embodiment of the train positioning method based on a grating array provided by the present invention.

[0043] Figure 2 for Figure 1 A schematic flowchart of an embodiment of step S102;

[0044] Figure 3 A flowchart illustrating an embodiment for calculating an estimated train occupancy range;

[0045] Figure 4 This is a schematic diagram of an embodiment of the train positioning device based on a grating array provided by the present invention.

[0046] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0047] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0048] Before describing the embodiments of the present invention, some terms used in the present invention will be explained:

[0049] The test area refers to the smallest sensing unit in the grating array sensing optical cable. The section between two consecutive gratings is called the test area. The vibration sensing signal of the test area passed by the train is obtained by the grating sensor. The vibration sensing signal of each test area is sampled at a certain frequency (200MHz). The test area vibration signal is processed to obtain the test area occupancy / idle status.

[0050] Low-speed state refers to the train's operating speed being lower than a set speed threshold, while the train's operating speed being not lower than the set speed threshold is a non-low-speed state. The speed threshold can be set according to actual needs, and this invention does not impose further restrictions on it.

[0051] In the description of this application, "multiple" means two or more, unless otherwise expressly and specifically defined.

[0052] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0053] This invention provides a train positioning method, apparatus, device, and storage medium based on a grating array, which will be described below.

[0054] Please see Figure 1 , Figure 1 This is a flowchart illustrating an embodiment of the train positioning method based on a grating array provided by the present invention. A specific embodiment of the present invention discloses a train positioning method based on a grating array, comprising:

[0055] S101. Obtain the vibration signal of the train under non-low speed state based on the detection of the grating array, and determine the train's non-low speed state driving information based on the vibration signal.

[0056] S102. When a train transitions from a non-low-speed state to a low-speed state, determine the time at which the train transitions from a non-low-speed state to a low-speed state.

[0057] S103. The estimated value of the train's occupancy range is calculated based on the train's non-low-speed driving information and the time it takes for the train to enter the low-speed state from the non-low-speed state.

[0058] S104. Locate the train based on the estimated value of the train's occupancy range.

[0059] In the above embodiments, when the train passes through the test area at a non-low speed, the train's speed is relatively high, and vibrations will occur between the train and the track during the journey. These vibrations can be identified by the test area, thereby determining that the train has entered a certain test area, and the train's non-low speed travel information can be determined based on the vibration signals.

[0060] The grating array sensing technology is used to determine whether the train has changed from a non-low speed state to a low speed state. Since the vibration signal generated by the train when it is in a low speed state is difficult to be detected by the test area, the time when the train changes from a non-low speed state to a low speed state is calculated and further processed in the subsequent process.

[0061] Since the location of the train cannot be determined when it will pass through the test area, the position of the train in the low-speed state is estimated by using the train's travel information in the non-low-speed state. The estimated value of the train's occupancy range is calculated based on the train's travel information in the non-low-speed state and the time it takes for the train to enter the low-speed state from the non-low-speed state. This allows for the estimation of the train's occupancy range.

[0062] Since the train is not in a monitored area occupied when it is traveling at low speed, it is necessary to mark the train, locate its position, and update the train's position information to improve the safety of train operation.

[0063] Compared with existing technologies, this embodiment provides a train positioning method based on a grating array for transitioning from a non-low-speed state to a low-speed state. The method includes: acquiring vibration signals of the train in a non-low-speed state detected by a grating array; determining the train's non-low-speed state travel information based on the vibration signals; determining the time when the train transitions from a non-low-speed state to a low-speed state; calculating an estimated train occupancy range based on the train's non-low-speed state travel information and the time when the train transitions from a non-low-speed state to a low-speed state; and positioning the train based on the estimated train occupancy range. This invention first determines the train's non-low-speed state travel information, determines the time when the train transitions from a non-low-speed state to a low-speed state based on the non-low-speed state travel information, then calculates an estimated train occupancy range based on the train's non-low-speed state travel information and the time when the train transitions from a non-low-speed state to a low-speed state, and uses the estimated train occupancy range to locate the train's position and update the train position information. This allows for positioning of the train in a low-speed state, improving train operation safety.

[0064] Please see Figure 2 , Figure 2 for Figure 1 A flowchart illustrating an embodiment of step S102. In some embodiments of the present invention, when the train transitions from a non-low-speed state to a low-speed state, determining the time when the train transitions from a non-low-speed state to a low-speed state includes:

[0065] S201. Based on the vibration signal information of the train occupancy measurement area in the grating array, determine whether the train has entered a low-speed state from a non-low-speed state.

[0066] S202. If the train enters a low-speed state from a non-low-speed state, determine the time when the train last passed through the survey area in a non-low-speed state.

[0067] S203. Calculate the time when the train transitions from a non-low-speed state to a low-speed state based on the time when the train first passes through the survey area at low speed and the time when the train last passes through the survey area at non-low speed.

[0068] In the above embodiments, although it is difficult to identify the low-speed state of a train using grating array sensing technology, it is still possible to determine whether a train has transitioned from a non-low-speed state to a low-speed state using grating array sensing technology. The train occupancy measurement area refers to the measurement area covered by the train during its movement.

[0069] Once it is determined that the train has transitioned from a non-low-speed state to a low-speed state, this process needs to be analyzed in detail. First, it is necessary to determine the time when the train last passed through the measurement area in a non-low-speed state. Then, based on the time when the train first passed through the measurement area in a low-speed state and the time when the train last passed through the measurement area in a non-low-speed state, the time when the train transitioned from a non-low-speed state to a low-speed state is calculated for subsequent calculations.

[0070] In some embodiments of the present invention, determining whether a train has transitioned from a non-low-speed state to a low-speed state based on vibration signal information from the train occupancy measurement zone in the grating array includes:

[0071] Based on a grating array, the vibration signal of the train is detected in real time in the test area to obtain the vibration signal information of the test area occupied by the train. The vibration signal information includes the presence of vibration signal and the absence of vibration signal.

[0072] When all measurement areas within the train's coverage area have vibration signals within a certain cycle, but no vibration signals are present in the next adjacent cycle, the train transitions from a non-low-speed state to a low-speed state.

[0073] In the above embodiment, the vibration signal of the train is detected in real time in all the test areas of the track by using grating array sensing technology. Once the vibration signal of the train is detected in a certain test area but the vibration signal of the train is not detected in the next adjacent test area, the train enters the low-speed state from the non-low-speed state. That is to say, if the test area of ​​the train position range identified in the nth time is not occupied in the (n+1)th time, it is considered that the train has entered the low-speed state from the non-low-speed state.

[0074] In some embodiments of the present invention, the estimated value of the train occupancy range is calculated based on the train's non-low-speed driving information and the time it takes for the train to transition from a non-low-speed state to a low-speed state, including:

[0075] Establish and train the dynamic model;

[0076] Based on the dynamic model, the estimated value of the train occupancy range is calculated according to the train's non-low-speed driving information and the time it takes for the train to enter the low-speed state from the non-low-speed state.

[0077] In the above embodiments, a dynamic model refers to a technique that applies the principles of dynamics to represent a scenario as a mathematical model. The core idea of ​​a dynamic model is to use scientific principles to establish a mathematical model, reducing a large number of complex real-world processes to mathematical problems, thereby solving practical problems and obtaining results faster and more effectively.

[0078] It is understood that the dynamic model is existing technology and can be used directly in this invention, so there is no need to elaborate on it here.

[0079] Please see Figure 3 , Figure 3 This is a flowchart illustrating an embodiment of calculating the estimated train occupancy range. In some embodiments of the present invention, the train's non-low-speed travel information includes the train's non-low-speed speed and the actual value of the occupancy range in the non-low-speed state. Based on a dynamic model, the estimated train occupancy range is calculated according to the train's non-low-speed travel information and the time it takes for the train to transition from a non-low-speed state to a low-speed state, including:

[0080] S301. Calculate the average speed of the train when it enters the low-speed state from the non-low-speed state based on the train's speed in the non-low-speed state and the time it takes for the train to enter the low-speed state from the non-low-speed state.

[0081] S302. Calculate the train's travel distance based on the time it takes for the train to transition from a non-low-speed state to a low-speed state and the average speed at which it transitions from a non-low-speed state to a low-speed state.

[0082] S303. Calculate the estimated value of the train's encroachment range based on the train's travel distance and the actual value of the encroachment range under non-low speed conditions.

[0083] In the above embodiment, since the test area can identify the non-low speed state of the train, the train's non-low speed state speed can be directly obtained. Then, based on the calculated time for the train to enter the low speed state from the non-low speed state, the average speed of the train from the non-low speed state to the low speed state can be further calculated.

[0084] Then, the train's travel distance is calculated based on the time it takes for the train to transition from a non-low-speed state to a low-speed state and the average speed at which it transitions from a non-low-speed state to a low-speed state. Determining the train's travel distance allows us to understand the changes in the train's position relative to the last detected location in the survey area, which helps improve the accuracy of train positioning.

[0085] Then, based on the actual value of the occupancy range of the train under non-low speed conditions detected in the last measurement area, the estimated value of the train occupancy range is obtained. The train can be located by using the estimated value of the train occupancy range.

[0086] In some embodiments of the present invention, acquiring vibration signals of a train under non-low-speed conditions based on grating array detection, and determining train travel information under non-low-speed conditions based on the vibration signals, includes:

[0087] Vibration signals of the train during operation are collected in all test areas of the grating array at a preset period, and the train occupancy range is calculated based on the vibration signals to obtain the actual value of the train occupancy range.

[0088] Identify the continuously occupied test area by the train based on the actual value of the train's occupancy range, and determine the train's non-low-speed travel information.

[0089] In the above embodiments, the preset period can be adjusted according to actual needs, and the present invention does not impose further limitations on this. For trains traveling at non-low speeds, the measurement area can identify the train's vibration signal and calculate the train's occupancy range, obtaining the actual value of the train's occupancy range. This allows for the location of trains traveling at non-low speeds and the determination of train travel information at non-low speeds.

[0090] In some embodiments of the present invention, identifying the continuously occupied survey area by the train based on the actual value of the train's occupancy range, and determining the train's non-low-speed driving information, includes:

[0091] The train's direction of travel and the train's head are determined based on the identified continuous occupancy of the survey area.

[0092] The train's speed is calculated based on the distance between the train's locomotive and the area occupied by the train's occupancy, and the preset cycle.

[0093] In the above embodiments, the direction of train travel can be determined by identifying the continuous measurement area occupied by the train, and the train head can be further determined. The train generally has a certain length, and the train head is used as a reference to locate the train.

[0094] Determining train operating information in non-low-speed states primarily requires determining the train's speed, and may also include the actual value of the train's occupancy range. It is understood that various types of train operating information in non-low-speed states can be obtained through the measurement area using grating sensing technology, and adjustments can be made according to actual needs; this invention does not impose further limitations in this regard.

[0095] To better implement the train positioning method based on grating array in the embodiments of the present invention, based on the train positioning method based on grating array, please refer to the corresponding... Figure 4 , Figure 4 This is a schematic diagram of an embodiment of the train positioning device based on a grating array provided by the present invention. The embodiment of the present invention provides a train positioning device 400 based on a grating array, comprising:

[0096] The acquisition module 410 is used to acquire vibration signals of the train under non-low speed conditions based on grating array detection, and to determine the train's non-low speed driving information based on the vibration signals.

[0097] The time module 420 is used to determine the time when the train transitions from a non-low-speed state to a low-speed state.

[0098] Calculation module 430 is used to calculate the estimated value of the train occupancy range based on the train's non-low speed state driving information and the time it takes for the train to enter the low speed state from the non-low speed state.

[0099] The positioning module 440 is used to locate the train based on the estimated value of the train's occupancy range.

[0100] It should be noted that the device 400 provided in the above embodiments can implement the technical solutions described in the above method embodiments. The specific implementation principles of the above modules or units can be found in the corresponding content in the above method embodiments, and will not be repeated here.

[0101] Please see Figure 5 , Figure 5 This is a schematic diagram of the electronic device provided in an embodiment of the present invention. Based on the above-described train positioning method based on a grating array, the present invention also provides a train positioning device based on a grating array. The train positioning device based on a grating array can be a computing device such as a mobile terminal, desktop computer, laptop, handheld computer, or server. The train positioning device based on a grating array includes a processor 510, a memory 520, and a display 530. Figure 5 Only some components of the electronic device are shown; however, it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0102] In some embodiments, memory 520 can be an internal storage unit of the raster array-based train positioning device, such as a hard disk or memory of the raster array-based train positioning device. In other embodiments, memory 520 can also be an external storage device of the raster array-based train positioning device, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the raster array-based train positioning device. Further, memory 520 can include both internal and external storage units of the raster array-based train positioning device. Memory 520 is used to store application software and various types of data installed on the raster array-based train positioning device, such as program code for installing the raster array-based train positioning device. Memory 520 can also be used to temporarily store data that has been output or will be output. In one embodiment, memory 520 stores a raster array-based train positioning program 540, which can be executed by processor 510 to implement the raster array-based train positioning method of the various embodiments of this application.

[0103] In some embodiments, processor 510 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 520 or process data, such as executing a train positioning method based on a grating array.

[0104] In some embodiments, display 530 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 530 is used to display information from the grating array-based train positioning device and to display a visual user interface. Components 510-530 of the grating array-based train positioning device communicate with each other via a system bus.

[0105] In one embodiment, when the processor 510 executes the grating array-based train positioning program 540 in the memory 520, the steps in the grating array-based train positioning method described above are implemented.

[0106] This embodiment also provides a computer-readable storage medium storing a train positioning program based on a grating array, which, when executed by a processor, performs the following steps:

[0107] The vibration signal of the train under non-low speed conditions is acquired based on the detection of the grating array, and the train's non-low speed driving information is determined based on the vibration signal.

[0108] When a train transitions from a non-low-speed state to a low-speed state, the time when the train transitions from a non-low-speed state to a low-speed state is determined.

[0109] The estimated value of the train's occupancy range is calculated based on the train's non-low-speed driving information and the time it takes for the train to transition from a non-low-speed state to a low-speed state.

[0110] The train is located based on the estimated area of ​​occupancy.

[0111] In summary, this embodiment provides a train positioning method, apparatus, device, and storage medium based on a grating array. The method includes: acquiring vibration signals of a train in a non-low-speed state detected by a grating array; determining train travel information in the non-low-speed state based on the vibration signals; determining the time when the train transitions from a non-low-speed state to a low-speed state; calculating an estimated train occupancy range based on the train travel information in the non-low-speed state and the time when the train transitions from the non-low-speed state to the low-speed state; and positioning the train based on the estimated train occupancy range. This invention first determines the train travel information in the non-low-speed state, determines the time when the train transitions from the non-low-speed state to the low-speed state based on the train travel information in the non-low-speed state, then calculates an estimated train occupancy range based on the train travel information in the non-low-speed state and the time when the train transitions from the non-low-speed state to the low-speed state, and uses the estimated train occupancy range to locate the train's position and update the train position information. This allows for positioning of the train in the low-speed state, improving train operation safety.

[0112] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A train positioning method based on a grating array, characterized in that, include: The vibration signal of the train under non-low speed conditions is acquired based on the detection of the grating array, and the train's non-low speed driving information is determined based on the vibration signal. When a train transitions from a non-low-speed state to a low-speed state, the time at which the train transitions from a non-low-speed state to a low-speed state is determined, wherein determining the time at which the train transitions from a non-low-speed state to a low-speed state includes: Determining whether a train has transitioned from a non-low-speed state to a low-speed state based on vibration signal information from the train occupancy measurement area in the grating array includes: Based on a grating array, the vibration signal of the train is detected in real time in the test area to obtain the vibration signal information of the test area occupied by the train. The vibration signal information includes the presence of vibration signal and the absence of vibration signal. When all measurement areas within the train's coverage area have vibration signals within a certain cycle but no vibration signals in the next adjacent cycle, the train transitions from a non-low-speed state to a low-speed state. If the train transitions from a non-low-speed state to a low-speed state, then determine the time when the train last passed through the survey area at a non-low-speed state. The time it takes for the train to transition from a non-low-speed state to a low-speed state is calculated based on the time when the train first passes through the survey area at a low speed and the time when the train last passes through the survey area at a non-low-speed state. The estimated value of the train's occupancy range is calculated based on the train's non-low-speed driving information and the time it takes for the train to enter the low-speed state from the non-low-speed state. The train is located based on the estimated value of the train's occupancy range.

2. The train positioning method based on grating array according to claim 1, characterized in that, The step of calculating the estimated train occupancy range based on the train's non-low-speed travel information and the time it takes for the train to transition from a non-low-speed state to a low-speed state includes: Establish and train the dynamic model; Based on the dynamic model, the estimated value of the train occupancy range is calculated according to the train's non-low-speed driving information and the time it takes for the train to enter the low-speed state from the non-low-speed state.

3. The train positioning method based on grating array according to claim 2, characterized in that, The train's non-low-speed driving information includes the train's non-low-speed speed and the actual value of the occupancy range in the non-low-speed state. Based on the dynamic model, the estimated value of the train's occupancy range is calculated according to the train's non-low-speed driving information and the time it takes for the train to enter the low-speed state from the non-low-speed state, including: The average speed of the train when it enters the low-speed state is calculated based on the train's non-low-speed state speed and the time it takes for the train to enter the low-speed state from the non-low-speed state. The train travel distance is calculated based on the time it takes for the train to transition from a non-low-speed state to a low-speed state and the average speed at which it transitions from a non-low-speed state to a low-speed state. The estimated value of the train's occupancy range is calculated based on the train's travel distance and the actual value of the occupancy range under non-low-speed conditions.

4. The train positioning method based on grating array according to claim 1, characterized in that, The step of acquiring vibration signals of the train under non-low-speed conditions based on grating array detection, and determining the train's non-low-speed driving information based on the vibration signals, includes: Vibration signals of the train during operation are collected in all test areas of the grating array at a preset period, and the train occupancy range is calculated based on the vibration signals to obtain the actual value of the train occupancy range. Based on the actual value of the train's occupancy range, identify the continuously occupied test area and determine the train's non-low-speed travel information.

5. The train positioning method based on a grating array according to claim 4, characterized in that, The step of identifying the continuously occupied survey area by the train based on the actual value of the train's occupancy range, and determining the train's non-low-speed driving information, includes: The train's direction of travel and the train's head are determined based on the identified continuous occupancy of the survey area. The train's speed is calculated based on the distance between the train's locomotive passing through the train-occupied measurement area and the preset cycle.

6. A train positioning device based on a grating array, characterized in that, include: The acquisition module is used to acquire vibration signals of the train under non-low speed conditions based on grating array detection, and to determine the train's non-low speed driving information based on the vibration signals. The time module is used to determine the time when the train transitions from a non-low-speed state to a low-speed state. This determination includes: Determining whether a train has transitioned from a non-low-speed state to a low-speed state based on vibration signal information from the train occupancy measurement area in the grating array includes: Based on a grating array, the vibration signal of the train is detected in real time in the test area to obtain the vibration signal information of the test area occupied by the train. The vibration signal information includes the presence of vibration signal and the absence of vibration signal. When all measurement areas within the train's coverage area have vibration signals within a certain cycle but no vibration signals in the next adjacent cycle, the train transitions from a non-low-speed state to a low-speed state. If the train transitions from a non-low-speed state to a low-speed state, then determine the time when the train last passed through the survey area at a non-low-speed state. The time it takes for the train to transition from a non-low-speed state to a low-speed state is calculated based on the time when the train first passes through the survey area at a low speed and the time when the train last passes through the survey area at a non-low-speed state. The calculation module is used to calculate the estimated value of the train occupancy range based on the train's non-low-speed driving information and the time it takes for the train to enter the low-speed state from the non-low-speed state. The positioning module is used to locate the train based on the estimated value of the train's occupancy range.

7. An electronic device, characterized in that, Including memory and processor, among which, The memory is used to store programs; The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps in the train positioning method based on a grating array as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, Used to store computer-readable programs or instructions, which, when executed by a processor, are capable of implementing the steps in the train positioning method based on a grating array as described in any one of claims 1 to 5.

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