A vehicle-ground cooperative automatic backing system and method fusing uwb positioning communication
The UWB positioning and communication system solved the problem of precise reverse control when the communication between the train and the area controller is abnormally interrupted, enabling precise train stopping and improving operational efficiency.
Patent Information
- Application Number
- CN202311636730.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-12-01
- Publication Date
- 2025-11-28
- Estimated Expiration
- 2043-12-01
AI Technical Summary
When communication between the train and the area controller is abnormally interrupted, existing technology makes it difficult to achieve precise reverse control of the train, resulting in the train being unable to stop accurately within the parking window.
The UWB positioning and communication system is adopted. Through the coordinated work of the area controller, UWB unit, on-board ATO, on-board ATP and interlocking host, a communication connection is established between the train and the area controller to transmit movement authorization information and achieve precise retracement control.
In the event of an abnormal interruption in communication between the train and the area controller, precise train reversal control was achieved, thereby improving train operation efficiency.
Smart Images
Figure CN117842143B_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the field of railway technology, in particular to a train-ground cooperative automatic backing system and method fusing UWB positioning communication. BACKGROUND
[0002] In the automatic driving system of urban rail transit, there is an accurate parking requirement for train stopping at the platform. When the train stops in the station beyond the parking window range, the train needs to be controlled to back into the parking window. In the existing technical solutions for the backing scene, there are backing solutions for the train unmanned driving mode and the manual driving mode under the supervision of ATP. The above solutions are all based on the movement authorization generated when the train backs up. When the train communication with the regional controller is abnormally interrupted, such as channel blockage, communication equipment failure, etc., at this time, since the train cannot normally obtain the movement authorization information of the regional controller, the train can only be in point mode, and the train relies on the line active transponder to obtain information, the information transmission is discontinuous, and the train is difficult to accurately back up to the parking window. SUMMARY
[0003] The purpose of the present application is to provide a train-ground cooperative automatic backing system and method fusing UWB positioning communication to solve the above problems. In order to achieve the above purpose, the technical scheme adopted by the present application is as follows:
[0004] On the one hand, the present application provides a train-ground cooperative automatic backing system fusing UWB positioning communication, comprising: a regional controller, a UWB unit, a vehicle-mounted ATO, a vehicle-mounted ATP and an interlocking host. The regional controller is installed in the station equipment room and connected to the line backbone network; the UWB unit comprises a UWB server, a UWB base station, a UWB sending module and a UWB receiving module, the UWB base station is installed in the station platform track area; the UWB sending module and the UWB receiving module are both installed inside the train; the UWB server is connected to the UWB base station, the UWB sending module and the UWB receiving module through wireless connection; the UWB server is connected to the line backbone network; the vehicle-mounted ATO is installed inside the train; the vehicle-mounted ATP is installed inside the train, the vehicle-mounted ATO, the vehicle-mounted ATP, the UWB sending module and the UWB receiving module are connected to each other through a data bus; the vehicle-mounted ATO and the vehicle-mounted ATP are connected to the line backbone network through wireless connection; the interlocking host is installed in the station equipment room and connected to the line backbone network.
[0005] On the other hand, the present application provides a train-ground cooperative automatic backing method fusing UWB positioning communication, for a regional controller, comprising:
[0006] sending a train position information query request and a train number to the UWB server to trigger the UWB server to calculate the train position information;
[0007] Receive the train position information sent by the UWB server;
[0008] Determine whether the train is located in the stopping window according to the train position information, and obtain a first determination result;
[0009] When the first determination result is that the train is not located in the stopping window, send a train backing signal to the on-board ATO, which is used to trigger the on-board ATO to determine whether the train enters a backing process;
[0010] Receive the entering-backing-process instruction sent by the on-board ATO;
[0011] Send an interlocking information query request to the interlocking host, which is used to trigger the interlocking host to obtain interlocking information, the interlocking information including train position information, track state in the train running direction, signal state, turnout state, and foreign object occupation state;
[0012] Receive the interlocking information sent by the interlocking host;
[0013] According to the interlocking information, perform movement authorization calculation, and obtain movement authorization information, the movement authorization information including the train movement direction and the distance that the train current direction is allowed to travel;
[0014] Send the movement authorization information to the UWB server, which is used to trigger the on-board ATO to control the train to perform backing travel.
[0015] The beneficial effects of the present application are:
[0016] In the case of abnormal interruption of communication between the train and the area controller, the present application establishes the communication connection between the train and the area controller through the UWB unit, transmits the train movement authorization information, realizes accurate backing control, and improves the operation efficiency of the train when the communication between the train and the area controller is abnormally interrupted.
[0017] Other features and advantages of the present application will be described in the following description, and some will become apparent from the description, or will be understood from the practice of the present application. The purpose and other advantages of the present application can be achieved and obtained by the structure specifically pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF DRAWINGS
[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as limiting the scope. For those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.
[0019] Figure 1A schematic diagram of a vehicle-ground cooperative automatic retreat system integrating UWB positioning and communication;
[0020] Figure 2 A flowchart of the area controller in a vehicle-to-ground cooperative automatic retreat method that integrates UWB positioning and communication;
[0021] Figure 3 This is a flowchart illustrating the process of determining whether a train has entered the retreat procedure in a vehicle-to-ground cooperative automatic retreat method that integrates UWB positioning and communication. Detailed Implementation
[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.
[0023] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.
[0024] Example 1:
[0025] like Figure 1 As shown, this embodiment provides a vehicle-to-ground cooperative automatic retreat system integrating UWB positioning and communication, including: an area controller, a UWB unit, an on-board ATO, an on-board ATP, and an interlocking host.
[0026] The area controller and interlocking host are installed in the station equipment room and connected to the railway backbone network. The communication methods and interfaces between the area controller and the train, and between the area controller and the interlocking host, use the existing communication methods and interfaces.
[0027] The UWB unit comprises a UWB server, a UWB base station, a UWB sending module and a UWB receiving module, the UWB server is installed in a station machine room, the UWB base station is installed in a station platform track area and located at the end of the station platform, the UWB sending module and the UWB receiving module are installed in the train, the UWB server is connected with the UWB base station, the UWB sending module and the UWB receiving module through wireless connection, the UWB base station is connected with the train, the UWB sending module and the UWB receiving module through wireless connection, and the UWB server is connected with a line backbone network.
[0028] It should be noted that the UWB sending module and the UWB receiving module are installed in the train, the UWB base station is installed in the station platform track area and located at the end of the station platform, due to the characteristics that UWB (ultra-wideband wireless communication technology) does not use a carrier but uses a short energy pulse sequence, therefore, the communication between the UWB base station and the UWB sending module and the UWB receiving module only exists in the station platform range, and the purpose is to realize accurate parking of the train on the station platform. After the train leaves the station platform, the communication between the UWB base station and the UWB sending module and the UWB receiving module is disconnected, but there is no need for accurate parking in the section between two stations, so there is no need to install the UWB base station in the section between two stations.
[0029] It can be understood that if the station machine room has cloud server resources, a virtual host can be provided by the station cloud host for the UWB server, and if the station has no cloud service resources, a new server is added as the UWB server.
[0030] The vehicle-mounted ATO is installed in the train, and the vehicle-mounted ATO comprises a UWB positioning-based backing-off module.
[0031] The vehicle-mounted ATP is installed in the train, the vehicle-mounted ATO, the vehicle-mounted ATP, the UWB sending module and the UWB receiving module are connected with each other through a data bus and powered through a cabinet in the train, and the vehicle-mounted ATO and the vehicle-mounted ATP are connected with the line backbone network through wireless connection.
[0032] The interlocking host is used to acquire interlocking information of trackside equipment.
[0033] The UWB base station comprises a pulse signal sending module, a pulse signal receiving module, a network port and a power supply unit, the network port is connected with an existing switch of the station through a network cable and used to access the line backbone network.
[0034] Embodiment 2:
[0035] As Figure 2As shown, the embodiment provides a train-ground cooperative automatic backing system method fusing UWB positioning communication, applied in the scene of abnormal interruption of train and regional controller communication, used for the regional controller in embodiment 1, including steps S1, S2, S3, S4, S5, S6, S7, S8, S9 and S10.
[0036] S1, sending a train position information query request and a train number to a UWB server, for triggering the UWB server to calculate train position information;
[0037] Specifically, step S1 includes steps S11, S12, S13 and S14.
[0038] S11, the position information query request is used to trigger the UWB server to obtain the station where the train is located according to the train number, and the UWB base station of the platform of the station where the train is located is triggered to receive the first pulse signal sent by the UWB sending module; the UWB sending module sends the first pulse signal at a preset time interval, and the preset time interval is 200ms.
[0039] S12, the first pulse signal triggers the UWB base station to analyze the first pulse signal to obtain analysis data, the analysis data including a request frame header, a train number, and a time of flight of the first pulse signal;
[0040] S13, the analysis data is used to trigger the UWB base station to transmit the analysis data to the UWB server;
[0041] S14, the analysis data is used to trigger the UWB server to calculate the train position information according to the time of flight of the first pulse signal.
[0042] S2, receiving train position information sent from the UWB server;
[0043] S3, determining whether the train is located in a parking window according to the train position information to obtain a first determination result; the parking window is a range within 30cm before and after a standard parking point.
[0044] S4, when the first determination result is that the train is not located in the parking window, a train backing signal is sent to the on-board ATO, for triggering the on-board ATO to determine whether the train enters a backing process;
[0045] Specifically, step S4 includes steps S41 and S42.
[0046] S41, the train backing signal is used to trigger the on-board ATO to determine whether the current train is in an ATO mode to obtain a second determination result;
[0047] S42, if the second determination result is that the train is in the ATO mode, an entering retreat process instruction is sent to the regional controller; if the second determination result is that the train is not in the ATO mode, a window of whether to enter the retreat process is triggered to pop up on the man-machine operation terminal, and whether the train enters the retreat process is determined according to the driver's click option.
[0048] If the driver's click option is that the train does not enter the retreat process, the process is ended; if the driver's click option is that the train enters the retreat process, an entering retreat process instruction is sent to the regional controller.
[0049] S5, an entering retreat process instruction sent by the on-board ATO is received;
[0050] S6, an interlocking information query request is sent to the interlocking host, for triggering the interlocking host to obtain interlocking information from trackside equipment, the interlocking information including train position information, track state, signal state, turnout state and foreign object occupation state in the train running direction;
[0051] Specifically, step S6 includes step S61.
[0052] S61, the interlocking information query request is used to trigger the interlocking host to update information of the trackside equipment to obtain the interlocking information.
[0053] S7, interlocking information sent by the interlocking host is received;
[0054] S8, movement authorization calculation is performed according to the interlocking information to obtain movement authorization information, the movement authorization information including a train movement direction and a distance allowed to travel in the current direction of the train;
[0055] S9, the movement authorization information is sent to the UWB server, for triggering the on-board ATO to control the train to retreat.
[0056] Specifically, step S9 includes step S91, step S92, step S93, step S94, step S95 and step S96.
[0057] S91, the movement authorization information is used to trigger the UWB server to forward the movement authorization information to the UWB base station; when the UWB server forwards the movement authorization information to the UWB base station, the data frame format of the regional controller is used, and the data frame format is a movement authorization frame header flag, a train number, a train running direction and a distance allowed to travel in the direction of the train.
[0058] S92, the movement authorization information is used to trigger the UWB base station to modulate the movement authorization information into a second pulse signal and send it to the UWB receiving module;
[0059] S93, the second pulse signal triggers the UWB receiving module to analyze the second pulse signal, obtains the analyzed mobile authorization information, and sends the analyzed mobile authorization information to the vehicle ATP;
[0060] S94, the analyzed mobile authorization information is used to trigger the vehicle ATP to obtain line information, and trigger the vehicle ATP to calculate the train speed according to the mobile authorization information and the line information, obtain the speed required by the train to reach in each unit time, and send it to the vehicle ATO, the line information includes the slope of the line, the curvature of the line and the track surface friction coefficient, and the unit time is 200ms;
[0061] S95, the speed required by the train to reach in each unit time is used to trigger the vehicle ATO to obtain speed information, and trigger the vehicle ATO to calculate according to the speed required by the train to reach in each unit time and the speed information, obtain the acceleration of each unit time, the speed information includes train traction acceleration and brake acceleration;
[0062] S96, the acceleration of each unit time is used to trigger the vehicle ATO to control the train to retreat according to the acceleration of each unit time.
[0063] It should be noted that when the train communicates normally with the area controller, the area controller calculates the mobile authorization information and directly sends the mobile authorization information to the vehicle ATP to complete steps S94 and S95 after the mobile authorization information is calculated.
[0064] S10, when the train retreats to a speed of 0, receives the retreat position judgment request sent from the vehicle ATO, and starts to circulate in turn from step S1, and sends the train position information query request to the UWB server again and judges whether the train is located in the parking window.
[0065] Embodiment 3:
[0066] The embodiment provides a kind of fusion UWB positioning communication's train-ground collaborative automatic retreat system method, applied in the scene of train and area controller communication abnormal interruption, for UWB server in embodiment 1, including step S100, step S110, step S120, step S130, step S140, step S150 and step S160.
[0067] S100, receiving train position information query request and train number sent from the area controller;
[0068] S110, according to the train number, obtain the station where the train is located;
[0069] S120, obtain the first pulse signal sent by the UWB base station of the platform of the station where the train is located;
[0070] S130, obtaining train position information according to the time of flight of the first pulse signal;
[0071] S140, sending the train position information to the area controller, the train position information being used to trigger the area controller to determine whether the train is located in a stopping window;
[0072] It can be understood that the UWB server in steps S100-S140 is used to provide a train position information calculation service.
[0073] S150, receiving movement authorization information sent by the area controller;
[0074] S160, sending the movement authorization information to the UWB base station in the movement authorization data frame format of the area controller.
[0075] It can be understood that the UWB server in steps S150-S160 is used to forward the movement authorization information sent by the area controller.
[0076] It should be noted that the numbers S150 and S140 do not mean that step S150 is the next step of step S140, and steps S140 and S150 also include steps S2-S8 in embodiment 1.
[0077] Further, the UWB server will provide a train position information query interface to the area controller, the query interface being GetLocation, the return value of the query interface being a json type string, and the return value including train number, train kilometer position, and train track section position.
[0078] Embodiment 4:
[0079] The embodiment provides a train-ground cooperative automatic backing system method fusing UWB positioning communication, which is applied to a scene in which train and area controller communication is abnormally interrupted, and is used for the UWB base station in embodiment 1, and includes steps S200, S210, S220, S230 and S240.
[0080] S200, receiving a first pulse signal sent by a UWB sending module;
[0081] S210, after the first pulse signal is parsed, the first pulse signal is transmitted to a UWB server through a transmission protocol;
[0082] It can be understood that the UWB base station in steps S200-S220 is used to receive and forward the first pulse signal to the UWB server, so as to realize calculation of train position information by the UWB server.
[0083] S220, receiving the mobile authorization information sent from the UWB server, the mobile authorization information including the train moving direction and the distance allowed for the train to travel in the current direction;
[0084] S230, modulating the mobile authorization information to obtain a second pulse signal;
[0085] S240, sending the second pulse signal to the UWB receiving module.
[0086] It can be understood that in steps S220-S240, the UWB base station is used to send the mobile authorization information to the UWB receiving module on the train by modulating it into a second pulse signal when the train and the area controller communication abnormally interrupt, so that the train can receive the mobile authorization information even if the train and the area controller communication abnormally interrupt.
[0087] It should be noted that the numbers S220 and S210 do not mean that step S220 is the next step of step S210, and steps S210 and S220 also include steps S14, steps S2-S8 and step S91 in embodiment 1.
[0088] Embodiment 5:
[0089] The embodiment provides a train-ground cooperative automatic backing system method fusing UWB positioning communication, applied to the scene that the train and the area controller communication abnormally interrupt, used for the UWB sending module in embodiment 1, and comprising step S300.
[0090] S300, when the train enters the station platform, sending a first pulse signal to the UWB base station at a preset time interval. The preset time interval is 200 ms.
[0091] It can be understood that the UWB sending module, the UWB base station and the UWB server cooperate with each other, the UWB base station sends the UWB server after receiving and analyzing a plurality of first pulse signals, and the UWB server can determine whether the train is in a running state according to whether the preset time interval is same as the flight time of the first pulse signal. When the train stops, the distance between the train and the UWB base station is calculated according to the flight time of the first pulse signal, so that the train position information is obtained.
[0092] Embodiment 6:
[0093] The embodiment provides a train-ground cooperative automatic backing system method fusing UWB positioning communication, applied to the scene that the train and the area controller communication abnormally interrupt, used for the UWB receiving module in embodiment 1, and comprising steps S400, S410 and S420.
[0094] S400: Receives the second pulse signal sent from the UWB base station;
[0095] S410. The second pulse signal is analyzed to obtain movement authorization information, which includes the train's direction of movement and the distance the train is allowed to travel in the current direction;
[0096] S420 sends the mobile authorization information to the vehicle-mounted ATP.
[0097] Understandably, when communication between the train and the area controller is abnormally interrupted, the only way to send the area controller's movement authorization information to the train is to receive the second pulse signal sent by the UWB base station through the UWB receiving module.
[0098] Example 7:
[0099] This embodiment provides a vehicle-to-ground cooperative automatic retreat system method that integrates UWB positioning and communication, applied in the scenario of abnormal communication interruption between the train and the area controller, and used in the vehicle-mounted ATO in Embodiment 1, including steps S500, S510, S520, S530, S540, S550, S560, S570 and S580.
[0100] S500 receives train reversal signals from the area controller;
[0101] S510. Determine whether the current train is in ATO mode and obtain the second determination result;
[0102] S520. If the second judgment result is that the train is in ATO mode, then send an instruction to enter the reverse process to the area controller; if the second judgment result is that the train is not in ATO mode, then trigger the human-machine operation terminal to pop up a window asking whether to enter the reverse process, and determine whether the train enters the reverse process based on the option clicked by the driver.
[0103] S530. If the driver selects the option "The train will not enter the reverse process", the process ends; if the driver selects the option "The train will enter the reverse process", an instruction to enter the reverse process is sent to the area controller.
[0104] like Figure 3 As shown, the role of the onboard ATO (Automatic Train Operation) in steps S500-S530 is to determine whether the train has entered the reverse process.
[0105] S540: Receive the speed that the train needs to reach in each unit of time from the onboard ATP, where the unit of time is 200ms;
[0106] S550, obtaining speed information, the speed information including train traction acceleration and braking acceleration;
[0107] S560, calculating the acceleration of each unit time according to the speed that the train needs to reach in each unit time and the speed information;
[0108] S570, controlling the train to perform the backward driving according to the acceleration of each unit time;
[0109] S580, sending a request for judging the position after the backward driving to the regional controller when the train speed is 0 after the backward driving.
[0110] It can be understood that the functions of the on-board ATO in steps S540-S580 are to calculate the acceleration of each unit time of the train, control the train to perform the backward driving according to the acceleration of each unit time, and send a request for judging the position after the backward driving to the regional controller when the train speed is 0 after the backward driving, so as to realize the accurate backward driving of the train.
[0111] It should be noted that the numbers S540 and S530 do not mean that step S540 is the next step of step S530, and steps S530 and S540 further include steps S5-S8 and steps S91-S94 in embodiment 1.
[0112] Embodiment 8:
[0113] The embodiment provides a train-ground cooperative automatic backward driving system method fusing UWB positioning communication, which is applied to a scene where train and regional controller communication is abnormally interrupted, and is used for the on-board ATP in embodiment 1, and includes steps S600, S610, S620 and S630.
[0114] S600, receiving the movement authorization information sent by the UWB receiving module, the movement authorization information including a train movement direction and a distance that a train current direction is allowed to travel;
[0115] S610, obtaining line information, the line information including a slope of a line, a curvature of the line and a track surface friction coefficient;
[0116] S620, performing train speed calculation according to the movement authorization information and the line information to obtain the speed that the train needs to reach in each unit time, the unit time being 200 ms;
[0117] S630, sending the speed that the train needs to reach in each unit time to the on-board ATO.
[0118] It is understood that in this embodiment, when the communication between the train and the area controller is abnormally interrupted, the UWB receiving module receives the movement authorization information and then transmits it to the onboard ATP through the data bus, enabling the onboard ATP to calculate the speed that the train needs to reach in each unit of time.
[0119] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.
[0120] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.
Claims
1. A train-ground cooperative automatic backing method fusing UWB positioning communication, applied in a scene where train and area controller communication is abnormally interrupted, characterized in that, A regional controller comprises: sending a train position information query request and a train number to a UWB server to trigger the UWB server to calculate train position information; receiving train position information sent by the UWB server; judging whether the train is located in a stopping window according to the train position information to obtain a first judgment result; when the first judgment result is that the train is not located in the stopping window, sending a train backing signal to a vehicle-mounted ATO to trigger the vehicle-mounted ATO to judge whether the train enters a backing process; receiving an entering-backing-process instruction sent by the vehicle-mounted ATO; sending a locking information query request to a locking host to trigger the locking host to obtain locking information, the locking information including train position information, track state, signal state, turnout state, and foreign object occupation state in a train running direction; receiving the locking information sent by the locking host; performing movement authorization calculation according to the locking information to obtain movement authorization information, the movement authorization information including a train movement direction and a distance that the train can travel in a current direction; sending the movement authorization information to the UWB server to trigger the vehicle-mounted ATO to control the train to perform backing travel.
2. The method according to claim 1, wherein, The method for sending a train position information query request and a train number to a UWB server to trigger the UWB server to calculate train position information comprises: The position information query request is used to trigger the UWB server to obtain a station where the train is located according to the train number, and to trigger a UWB base station of a platform of the station to receive a first pulse signal sent by a UWB sending module. The first pulse signal is used to trigger the UWB base station to analyze the first pulse signal to obtain analysis data, the analysis data including a request frame header, the train number, and a time of flight of the first pulse signal. The analysis data is used to trigger the UWB base station to transmit the analysis data to the UWB server. The analysis data is used to trigger the UWB server to calculate train position information according to the time of flight of the first pulse signal.
3. The method of claim 1, wherein the method further comprises: When the first judgment result is that the train is not located in the stopping window, the method for sending a train backing signal to a vehicle-mounted ATO to trigger the vehicle-mounted ATO to judge whether the train enters a backing process comprises: The train backing signal is used to trigger the vehicle-mounted ATO to judge whether the current train is in an ATO mode to obtain a second judgment result. If the second judgment result is that the train is in the ATO mode, an entering-backing-process instruction is sent to a regional controller; if the second judgment result is that the train is not in the ATO mode, a human-machine operation terminal is triggered to pop up a window of whether to enter the backing process, and whether the train enters the backing process is judged according to a driver's click option.
4. The method of claim 1, wherein the method further comprises: The method for sending a locking information query request to a locking host to trigger the locking host to obtain locking information comprises: The locking information query request is used to trigger the locking host to update information to obtain the locking information.
5. The method of claim 1, wherein the method further comprises: The method for sending movement authorization information to a UWB server to trigger a vehicle-mounted ATO to control a train to perform backing travel comprises: The movement authorization information is used to trigger the UWB server to forward the movement authorization information to a UWB base station. The mobile authorization information is used to trigger the UWB base station to modulate the mobile authorization information into the second pulse signal and send it to the UWB receiving module; The second pulse signal triggers the UWB receiving module to analyze the second pulse signal, obtain the analyzed mobile authorization information, and send the analyzed mobile authorization information to the vehicle-mounted ATP; The analyzed mobile authorization information is used to trigger the vehicle-mounted ATP to obtain line information and trigger the vehicle-mounted ATP to calculate the train speed according to the mobile authorization information and the line information, obtain the speed that the train needs to reach in each unit time, and send it to the vehicle-mounted ATO, wherein the line information includes the slope of the line, the curvature of the line, and the track surface friction coefficient, and the unit time is 200 ms; The speed that the train needs to reach in each unit time is used to trigger the vehicle-mounted ATO to obtain speed information and trigger the vehicle-mounted ATO to calculate the acceleration in each unit time according to the speed that the train needs to reach in each unit time and the speed information, wherein the speed information includes the train traction acceleration and the brake acceleration; The acceleration in each unit time is used to trigger the vehicle-mounted ATO to control the train to perform the backward driving.
6. The method of claim 1, wherein the method further comprises: Further comprising: When the train backward driving reaches the speed of 0, receiving the judgment request of the location after the backward driving sent by the vehicle-mounted ATO; Sending the train position information query request to the UWB server again and judging whether the train is located in the parking window.
7. The method of claim 2, wherein the method further comprises: receiving a signal from a UWB positioning system; and determining a location of the vehicle based on the signal. The UWB base station at the platform of the station where the train is located is used to receive the first pulse signal sent by the UWB sending module, including: The UWB sending module sends the first pulse signal at a preset time interval. 8.The method of claim 5, wherein, The mobile authorization information is used to trigger the UWB server to forward the mobile authorization information to the UWB base station, including: When the UWB server forwards the mobile authorization information to the UWB base station, the data frame format of the area controller is used, and the data frame format is the mobile authorization frame header flag, the train number, the train running direction, and the allowed driving distance in the train direction. 9.The method of claim 1, wherein, The parking window is a range of 30 cm before and after the standard parking point.