Train ranging error determination method and apparatus

Abstract

The present specification provides a train ranging error determination method and device, wherein the train ranging error determination method comprises: obtaining a reference ranging error of a train in a reference operation cycle, current operation speed information of the train in a current operation cycle, and a target ranging error weight, wherein the target ranging error weight is determined according to a historical ranging error proportion of the train in a historical time interval; determining a target travel distance of the train according to the current operation speed information and a travel time interval of the train; and determining a current ranging error of the train in the current operation cycle according to the reference ranging error, the target travel distance, and the target ranging error weight. The dynamic adjustment of the target ranging error weight is realized, the problem that the calculated ranging error is large when the distance between two transponders is long is avoided, and thus, the number of transponders arranged is also not required to be increased, and the arrangement cost of the transponders is saved.

Description

TECHNICAL FIELD

[0001] The present specification relates to the field of rail transit, and in particular, to a train ranging error determination method. The present specification also relates to a train ranging error determination apparatus, a computing device, a computer-readable storage medium, and a computer program product. BACKGROUND

[0002] In the field of rail transit, accurate and safe train autonomous speed measurement and positioning is the basis for ensuring safe operation and efficient tracking of trains. Train positioning is often achieved through train autonomous speed measurement and transponders. In current practical applications, a train determines its absolute position on a train line by acquiring a position sent by a transponder, and then calculates the displacement information of the train through integration based on the speed measurement result of the train, thereby realizing positioning of the train.

[0003] However, during the operation of the train, the accuracy of the position of the train cannot be guaranteed based on only the positioning information of the train, and therefore, a "safety envelope" needs to be added based on the position of the train head and tail obtained by positioning, and the length of the "safety envelope" is referred to as a ranging error. Currently, the ranging error of a train is usually calculated based on a fixed proportion of industry experience, but in actual applications, the distances between various transponders are not fixed, and there may be cases where the distances between some transponders are relatively long. At this time, if a fixed proportion is still used to calculate the ranging error of the train, the calculated ranging error will become larger and larger, thereby reducing the operation efficiency of the train. If this problem needs to be overcome, the distances between transponders need to be shortened, but in this case, the number of transponders to be arranged will increase, and the cost of arranging the transponders will increase. Therefore, there is an urgent need for a method to solve the above technical problems. SUMMARY

[0004] Therefore, an embodiment of the present specification provides a train ranging error determination method. One or more embodiments of the present specification also relate to a train ranging error determination apparatus, a computing device, a computer-readable storage medium, and a computer program product to solve the technical defects in the prior art.

[0005] According to a first aspect of an embodiment of the present specification, a train ranging error determination method is provided, including:

[0006] obtaining a reference ranging error of a train in a reference operation period, current operation speed information of the train in a current operation period, and a target ranging error weight, wherein the target ranging error weight is determined according to a historical ranging error proportion of the train in a historical time interval;

[0007] determining a target travel distance of the train according to the current operation speed information and a travel time interval of the train;

[0008] determine a current ranging error of the train in the current operation period according to the reference ranging error, the target running distance and the target ranging error weight.

[0009] According to a second aspect of the embodiments of the present specification, a train ranging error determination apparatus is provided, comprising:

[0010] an acquisition module configured to acquire a reference ranging error of a train in a reference operation period, current running speed information of the train in a current operation period and a target ranging error weight, wherein the target ranging error weight is determined according to a historical ranging error proportion of the train in a historical time interval;

[0011] a distance determination module configured to determine a target running distance of the train according to the current running speed information and a running time interval of the train;

[0012] an error determination module configured to determine a current ranging error of the train in the current operation period according to the reference ranging error, the target running distance and the target ranging error weight.

[0013] According to a third aspect of the embodiments of the present specification, a computing device is provided, comprising:

[0014] a memory and a processor;

[0015] The memory is configured to store computer programs / instructions, and the processor is configured to execute the computer programs / instructions, and the computer programs / instructions, when executed by the processor, implement the steps of the above train ranging error determination method.

[0016] According to a fourth aspect of the embodiments of the present specification, a computer readable storage medium is provided, which stores computer programs / instructions, and the computer programs / instructions, when executed by the processor, implement the steps of the above train ranging error determination method.

[0017] According to a fifth aspect of the embodiments of the present specification, a computer program product is provided, comprising computer programs / instructions, and the computer programs / instructions, when executed by the processor, implement the steps of the above train ranging error determination method.

[0018] An embodiment of the present specification realizes that the historical ranging error proportion of the train in the historical time interval is obtained, the ranging error weight is calculated, and the reference ranging error of the reference running period and the target running distance of the current period are calculated according to the ranging error weight, so as to determine the current ranging error of the train in the current running period. Since the ranging error weight is determined according to the historical ranging error proportion of the train in the historical time interval, the target ranging error weight used for calculating the current ranging error is not fixed, the historical time interval is selected differently, the obtained historical ranging error proportion is different, and the target ranging error weight calculated according to the historical ranging error proportion is also changed, so as to realize the dynamic adjustment of the target ranging error weight, avoid the problem that the calculated ranging error is large when the distance between two transponders is long, and thus, the number of transponders arranged is also not required to be increased, and the arrangement cost of the transponders is saved. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 is a flowchart of a train ranging error determination method provided by an embodiment of the present specification;

[0020] Figure 2 is a schematic diagram of a ranging error provided by an embodiment of the present specification;

[0021] Figure 3 is a process flowchart of a train ranging error determination method provided by an embodiment of the present specification;

[0022] Figure 4 is a structural schematic diagram of a train ranging error determination device provided by an embodiment of the present specification;

[0023] Figure 5 is a structural block diagram of a computing device provided by an embodiment of the present specification. DETAILED DESCRIPTION

[0024] In the following description, many specific details are set forth in order to provide a thorough understanding of the present specification. However, the present specification can be practiced in many different ways from those described herein, and the skilled in the art can make similar substitutions without departing from the scope of the present specification, so the present specification is not limited to the specific implementation disclosed below.

[0025] The terminology used in this disclosure, in one or more embodiments, is for the purpose of describing particular embodiments only and is not intended to be limiting of one or more embodiments of the disclosure. As used in this disclosure and the appended claims, the singular forms "a," "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the term "and / or," as used herein, refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0026] It will be understood that, although the terms first, second, etc. can be used herein to describe various information, these terms are not intended to denote a temporal or chronological order. Rather, these terms are used solely to distinguish one from another only. For example, a first can be termed a second, and, similarly, a second can be also termed a first, without departing from the scope of one or more embodiments of the present disclosure. As used herein, the term "if' can be construed to mean "when" or "in response to determining" or "in response to a determination" depending on the context.

[0027] In addition, it should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in one or more embodiments of the present disclosure are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of relevant data need to comply with relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation portal for user to choose authorization or refusal.

[0028] First, the nomenclature involved in one or more embodiments of the present disclosure is explained.

[0029] ATP: Automatic Train Protection is a vehicle-mounted subsystem that directly ensures train safety and realizes protection of train safety. ATP is installed at the front and rear of the train, realizes autonomous positioning through speed sensors, speed radars and odometers, and uses transponders to correct the position and speed information of the train, obtains the movement authority (MA) of the train through wireless communication (or variable data transponders), calculates and generates the control speed curve of the train, and protects the position and speed of the train to ensure train safety.

[0030] In the field of rail transit technology, accurate and safe autonomous train speed measurement and positioning are fundamental to ensuring safe train operation and efficient tracking. Train positioning is often achieved through autonomous train speed measurement and transponders. In current practical applications, the train determines its absolute position on the track by acquiring the position transmitted by the transponder, and then calculates the train's displacement information by integrating the speed measurement results, thereby achieving train positioning.

[0031] However, during train operation, the accuracy of the train's position cannot be guaranteed solely by its positioning information. Therefore, a "safety envelope" needs to be added to the train's head and tail positions obtained through positioning. The length of this "safety envelope" is called the ranging error. Currently, the industry typically calculates the train's ranging error using a fixed ratio based on industry experience. However, in practical applications, the distance between transponders is not fixed; there may be situations where the distance between some transponders is relatively long. In such cases, continuing to use a fixed ratio to calculate the train's ranging error will result in an increasingly larger calculated ranging error, thereby reducing the train's operational efficiency. To overcome this problem, the distance between transponders needs to be shortened, but this would increase the number of transponders required, raising the cost of transponder deployment.

[0032] This specification provides a method for determining train distance measurement error. It also relates to a train distance measurement error determination device, a computing device, a computer-readable storage medium, and a computer program product, which will be described in detail in the following embodiments.

[0033] See Figure 1 , Figure 1 A flowchart of a train ranging error determination method according to an embodiment of this specification is shown, which specifically includes the following steps:

[0034] Step 102: Obtain the reference ranging error of the train in the reference operating cycle, the current operating speed information of the train in the current operating cycle, and the target ranging error weight, wherein the target ranging error weight is determined based on the proportion of the historical ranging error of the train in the historical time interval.

[0035] In practical applications, the operations used to calculate train ranging errors and locate trains are performed by the Automatic Train Protection (ATP) system. The ATP system is a periodic operation system; therefore, the calculation of train ranging errors requires a periodic calculation method. That is, in calculating the current ranging error of the train in the current operating cycle, it is necessary to obtain the ranging error of the train in the previous operating cycle for calculation.

[0036] Therefore, in one or more embodiments provided in the specification, before calculating the current ranging error of the train in the current operation cycle, the reference ranging error of the train in the reference operation cycle and the current running speed information of the train in the current operation cycle need to be obtained, and the target ranging error weight is also needed.

[0037] The current operation cycle is specifically a current operation cycle of the train in actual operation, and the operation cycle is specifically an operation cycle of the train automatic protection system. The reference operation cycle is specifically a previous operation cycle of the current operation cycle. For example, the current operation cycle is the tth operation cycle, and the reference operation cycle is the (t-1)th operation cycle. The reference ranging error is the ranging error of the train in the reference operation cycle. The current ranging error is the ranging error of the train in the current operation cycle. The current running speed information is the running speed information of the train in the current operation cycle. The target ranging error weight is the ranging error weight of the train in a historical time interval, and the ranging error weight is used to represent the error rate of the train ranging. The historical time interval is a time interval used to obtain a historical ranging error proportion of the train and calculate the target ranging error weight. For example, the historical time interval can be the past seven days, two weeks, one month, etc. of the current running time of the train. The selection of the historical time interval can be determined according to actual application conditions, which is not limited in the specification.

[0038] Further, the ranging error is explained and described, referring to Figure 2 , Figure 2 A schematic diagram of a ranging error is shown according to one embodiment provided in the specification. As Figure 2 shown, the ranging error can be specifically understood as the distance length between the actual train head position and the safe train head position of the train, and also the distance length between the actual train tail position and the safe train tail position of the train. The ranging error can be used to calculate and generate the safety envelope of the train in the running process, and then used to determine the train safety position range of the train. In actual application, the ranging error of the train needs to be calculated to determine the safety envelope of the train, and the train safety position range of the train is determined according to the safety envelope to ensure the train running safety. Therefore, it is crucial to accurately calculate the ranging error of the train.

[0039] As described above, the train automatic protection system is a periodic operation system, so the reference ranging error of the train in the reference operation cycle and the current running speed information of the train in the current operation cycle can be directly obtained when the train runs to the current operation cycle. The target ranging error weight can also be obtained by calculating the historical ranging error proportion in the historical time interval. The specific implementation manner of obtaining the target ranging error weight is described below.

[0040] In a specific embodiment provided in the specification, obtaining the target ranging error weight comprises:

[0041] obtaining a measurement distance and a preset distance between at least one group of transponder pairs in a historical time interval, wherein the transponder pairs include a first transponder and a second transponder, and the first transponder and the second transponder are any two adjacent transponders;

[0042] determining a ranging error proportion of each group of transponder pairs according to the measurement distance and the preset distance between the transponder pairs;

[0043] calculating a ranging error proportion average between the ranging error proportions, and determining the ranging error proportion average as a target ranging error weight.

[0044] The transponder pairs specifically include a first transponder and a second transponder, and the first transponder and the second transponder are adjacent. The measurement distance refers to a distance between the transponder pairs obtained based on train running speed information and a running cycle time length of a train automatic protection system. The preset distance refers to a displacement offset between the transponder pairs determined based on a train line map, that is, an actual distance between the transponder pairs. The ranging error proportion is specifically an error ratio of the measurement distance to the preset distance.

[0045] Specifically, the measurement distance and the preset distance between at least one group of transponder pairs in a historical time interval are obtained, the ranging error proportions between the transponder pairs in each group are calculated according to the measurement distance and the preset distance in each group, the ranging error proportions calculated are averaged to obtain a ranging error proportion average, and the ranging error proportion average is determined as a target ranging error weight in the historical time interval. Further, the measurement distance between at least one group of transponder pairs in the historical time interval is obtained in the following manner:

[0046] In a specific embodiment provided in the present specification, the measurement distance between at least one group of transponder pairs in a historical time interval is obtained, including:

[0047] According to the historical time interval, historical running speed information and a historical travel time interval of a train between target transponder pairs are obtained, wherein the target transponder pairs are any one group of transponder pairs in the at least one group of transponder pairs;

[0048] According to the historical running speed information and the historical travel time interval, a target historical measurement distance of the target transponder pairs in the historical time interval is determined.

[0049] The target transponder pair is any one of the groups of transponder pairs. The historical travel time interval refers to a time interval formed by at least one historical running cycle of the train in the historical time interval. The historical running speed information refers to the running speed information of the train corresponding to each historical running cycle. The target historical measurement distance refers to the distance between the target transponder pair measured based on the historical running speed information and the historical travel time interval of the train.

[0050] Specifically, any one of the groups of transponder pairs (target transponder pair) is taken as an example. According to the historical time interval, the historical running speed information and the historical travel time interval of the train between the target transponder pair are obtained. According to the historical running speed information and the historical travel time interval, the target historical measurement distance of the target transponder pair in the historical time interval is determined. Further, according to the historical running speed information and the historical travel time interval, the target historical measurement distance is determined. The historical running speed information corresponding to each historical running cycle of the train can be used to calculate the travel distance corresponding to each historical running cycle, and the travel distances corresponding to each historical running cycle are accumulated to obtain an accumulated distance, which is the target historical measurement distance.

[0051] For example, the target transponder pair includes transponder A and transponder B. In the historical time interval, the historical running speed information and the historical travel time interval of the train from transponder A to transponder B are obtained. If the train uses 10 historical running cycles to travel from transponder A to transponder B, the historical travel time interval is formed by 10 historical running cycles, and the historical running speed information corresponding to the 10 historical running cycles is v1, v2, v3, …, v10. Since the running cycle time of the train automatic protection system is fixed, the running cycle time of the 10 historical running cycles is the same. Based on this, the target historical measurement distance of the train from transponder A to transponder B can be calculated as v1*T+v2*T++v3*T+……+v10*T, where T is the running cycle time of the train automatic protection system.

[0052] In actual application, the track line of the train is divided into sections by the fixed transponders installed on the track line, and the sections are numbered to establish the association between the sections. According to the length of each section, the length information corresponding to each section can be determined, and the length information corresponding to each section is used as the offset of each section. Each section also corresponds to its line slope information, curvature radius information, etc. The section number and offset in the train line map can be used to determine the absolute position of the train on the track line, and the line slope information, curvature radius information, etc. can be used to determine the section type of the track line, such as uphill section, downhill section, curved section, etc. Therefore, in an embodiment provided in the specification, the preset distance between the train and at least one group of transponder pairs in the historical time interval can be determined based on the train line map.

[0053] In a specific embodiment provided in the specification, the preset distance between at least one group of transponder pairs in the historical time interval is obtained, including:

[0054] obtaining a train line map;

[0055] determining a target first identifier of a target first transponder and a target second identifier of a target second transponder in a target transponder pair according to the train line map, wherein the target transponder pair is any one of the at least one group of transponder pairs;

[0056] determining a target preset distance between the target transponder pair based on the target first identifier and the target second identifier.

[0057] Wherein, the train line map refers to the electronic line map corresponding to the track line actually traveled by the train. The target first transponder and the target second transponder are two adjacent transponders included in the target transponder pair. The target first identifier is the transponder identifier of the target first transponder, and the target second identifier is the transponder identifier of the target second transponder.

[0058] Specifically, the train line map is obtained, the target first identifier of the target first transponder and the target second identifier of the target second transponder are determined in the train line map, and the section offset between the target first transponder and the target second transponder, that is, the target preset distance between the target transponder pair, is determined based on the target first identifier and the target second identifier.

[0059] Further, after obtaining the measured distance and the preset distance between at least one group of transponder pairs of the train in the historical time interval, the ranging error ratio of each group of transponder pairs can be determined according to the measured distance and the preset distance between each group of transponder pairs, as follows:

[0060] In the specific embodiment provided in the specification, the ranging error proportion of each group of transponder pairs is determined according to the measured distance and the preset distance between each group of transponder pairs, including:

[0061] A target transponder pair is determined in each group of transponder pairs, and a target measured distance and a target preset distance between the target transponder pair are obtained, wherein the target transponder pair is any one of the groups of transponder pairs;

[0062] A target difference distance between the target measured distance and the target preset distance is calculated;

[0063] A target ranging error proportion of the target transponder pair is determined according to the target difference distance and the target preset distance.

[0064] The target measured distance refers to the measured distance corresponding to the target transponder pair, the target preset distance refers to the preset distance corresponding to the target transponder pair, the target difference distance refers to the difference between the target measured distance and the target preset distance, and specifically refers to the absolute value of the difference between the target measured distance and the target preset distance, and the target ranging error proportion refers to the ranging error proportion corresponding to the target transponder pair.

[0065] Specifically, a target transponder pair is determined in each group of transponder pairs, a target measured distance and a target preset distance between the target transponder pair are obtained, a target difference distance between the target measured distance and the target preset distance is calculated, and a ratio between the target difference distance and the target preset distance is calculated, and the ratio is determined as the target ranging error proportion of the target transponder pair.

[0066] k = |y'-y| ÷ y Formula 1

[0067] The above formula 1 is a calculation formula for calculating the ranging error proportion, wherein k is the ranging error proportion, y' is the measured distance between the transponder pair, and y is the preset distance between the transponder pair. Each ranging error proportion between the groups of transponder pairs can be calculated by the above formula 1.

[0068] In order to realize the real fitting of the train track line, the ranging error proportions corresponding to each group of transponder pairs calculated can be further screened to eliminate abnormal data in each ranging error proportion, so that the obtained ranging error proportion is closer to the real situation of the train track line.

[0069] Based on this, in the specific embodiment provided in the specification, after determining the ranging error proportion of each group of transponder pairs according to the measured distance and the preset distance between each group of transponder pairs, the method further includes:

[0070] Abnormal ranging error proportions are screened in each ranging error proportion;

[0071] The abnormal ranging error proportion is removed from each ranging error proportion.

[0072] Specifically, the ranging error proportions obtained by calculation can be subjected to normal distribution calculation, abnormal ranging error proportions can be screened from each ranging error proportion according to the normal distribution result, and the screened abnormal ranging error proportions can be removed from each ranging error proportion, so as to obtain more accurate ranging error proportions. Further, after obtaining the normal distribution result corresponding to each ranging error proportion, the abnormal ranging error proportions can be screened by setting a screening threshold. For example, the screening threshold is set to x, the ranging error proportions reaching the screening threshold x in each ranging error proportion are determined as abnormal ranging error proportions, and the determined abnormal ranging error proportions are removed. Further, since the normal distribution curve is a symmetric curve in actual application, a screening threshold interval for screening abnormal ranging error proportions can also be set, for example, the screening threshold interval is set to [x1, x2], the ranging error proportions not located in the screening threshold interval are determined as abnormal ranging error proportions, and the abnormal ranging error proportions are removed. The specific setting of the screening threshold or the screening threshold interval can be set according to the actual application, which is not limited in the specification.

[0073] One embodiment provided in the specification can further screen each ranging error proportion after obtaining the ranging error proportions corresponding to each group of transponders, so as to remove the abnormal ranging error proportions existing in each ranging error proportion, and ensure the accuracy of each ranging error proportion obtained, so that the accuracy of the target ranging error weight can be improved in the subsequent process of calculating the target ranging error weight based on each ranging error proportion.

[0074] Step 104: determining the target travel distance of the train according to the current running speed information and the travel time interval of the train.

[0075] After obtaining the reference ranging error of the train in the reference running period, the current running speed information of the train in the current running period, and the target ranging error weight, the target travel distance of the train needs to be determined, so as to determine the current ranging error of the train in the current running period according to the target travel distance.

[0076] The target travel distance refers to the distance that the train has traveled between the current transponder pair. For example, the train is currently running between transponder A and transponder B, and the train has passed transponder A and is traveling towards transponder B, at this time, the target travel distance is the distance between transponder A and the train head. The travel time interval refers to the time length used by the train to travel the target travel distance, and the travel time interval includes at least one running period length of the train automatic protection system.

[0077] In the specific embodiment provided in the present specification, the target travel distance of the train is determined according to the current running speed information and the travel time interval of the train, comprising:

[0078] determining at least one historical running period of the train in the travel time interval;

[0079] obtaining a historical period travel distance of the train in the at least one historical running period;

[0080] calculating a current period travel distance of the train in the current running period according to the current running speed information and the running period length;

[0081] determining the target travel distance of the train in the travel time interval according to the historical period travel distance and the current period travel distance.

[0082] In the above example, if the train uses t running periods to run to the position of the target travel distance, that is, the current running period is the tth running period, then the historical running periods in the travel time interval include the 1st running period to the t-1th running period. The historical period travel distance refers to the distance traveled by the train in each historical running period, that is, the distance traveled by the train in the t-1th running period. The current period travel distance refers to the distance traveled by the train in the current running period, that is, the distance traveled by the train in the tth running period.

[0083] Specifically, at least one historical running period of the train in the travel time interval is determined, and the historical period travel distance of the train in each historical running period is obtained. The current period travel distance of the train in the current running period is calculated according to the current running speed information of the train in the current running period and the running period length of the train automatic protection system. The historical period travel distance of the train in each historical running period and the current period travel distance of the train in the current running period are added, and the sum of the addition result is determined as the target travel distance of the train in the travel time interval.

[0084] Continuing with the above example, the train runs between the transponder A and the transponder B, the current running speed information v of the train in the tth running period is obtained, the historical running periods of the train in the travel time interval are determined as the first t-1 running periods, the historical period travel distance S1+S2……+St-1 of the train in the first t-1 running periods is obtained, the current period travel distance St of the train in the tth running period is calculated according to the current running speed information v of the train and the running period length T, and the sum of S1+S2……+St-1 and St is determined as the target travel distance of the train in the travel time interval. t-1 t Continuing with the above example, the train runs between the transponder A and the transponder B, the current running speed information v of the train in the tth running period is obtained, the historical running periods of the train in the travel time interval are determined as the first t-1 running periods, the historical period travel distance S1+S2……+St-1 of the train in the first t-1 running periods is obtained, the current period travel distance St of the train in the tth running period is calculated according to the current running speed information v of the train and the running period length T, and the sum of S1+S2……+St-1 and St is determined as the target travel distance of the train in the travel time interval.​t-1 and S t Add them together to obtain the target distance traveled by the train within the travel time interval: S1 + S2 + ... + S t .

[0085] In one embodiment provided in this specification, the distance traveled by the train between transponder pairs is measured by acquiring the train's operating speed information at different operating cycles and the operating cycle duration of the train automatic protection system, thereby improving the accuracy of determining the distance traveled by the train between transponder pairs.

[0086] Step 106: Determine the current ranging error of the train in the current operating cycle based on the reference ranging error, the target travel distance, and the target ranging error weight.

[0087] After determining the target travel distance of the train, the current distance measurement error of the train in the current operating cycle can be calculated by combining the obtained reference distance measurement error and target distance measurement error weights.

[0088] In one specific embodiment provided in this specification, determining the current ranging error of the train in the current operating cycle based on the reference ranging error, the target travel distance, and the target ranging error weight includes:

[0089] Calculate the sum of the reference ranging error and the target's travel distance;

[0090] Based on the sum of the distances and the target ranging error weight, the current ranging error of the train in the current operating cycle is determined.

[0091] Specifically, the calculation of the current ranging error of the train in the current operating cycle can be found in the following formula 2:

[0092] Current ranging error = (Reference ranging error + Target travel distance) * Target ranging error weight + 1 (Formula 2)

[0093] After obtaining the reference ranging error, target travel distance, and target ranging error weight, the current ranging error of the train in the current operating cycle can be calculated according to Formula 2 above. In practical applications, in order to ensure that the calculated ranging error is small and to ensure train operation safety, after obtaining the corresponding calculation results based on the reference ranging error, target travel distance, and target ranging error weight, a safety distance of 1 meter is fixedly added to the calculation results.

[0094] In one embodiment provided in the specification, by acquiring a plurality of groups of transponder pairs corresponding to measured distances and preset distances, calculating a target ranging error weight according to the measured distances and the preset distances of each group, so that the target ranging error weight obtained by calculation is different in the case that the measured distances and the preset distances of each group acquired are different, thereby realizing dynamic adjustment of the target ranging error weight, to solve the problem of large accumulated ranging error caused by using a fixed ratio to calculate the ranging error.

[0095] Further, since the target travel distance in the calculation method of the current ranging error provided in the specification is determined by the train running speed information, the accuracy of the current ranging error can indirectly reflect the accuracy of the train automatic protection system in measuring the speed of the train.

[0096] Based on this, in a specific embodiment provided in the specification, after determining the current ranging error of the train in the current running cycle according to the reference ranging error, the target travel distance and the target ranging error weight, the method further comprises:

[0097] acquiring a preset ranging abnormality threshold;

[0098] generating a speed measurement abnormality prompt information in the case that the current ranging error exceeds the preset ranging abnormality threshold;

[0099] sending the speed measurement abnormality prompt information to a signal monitoring platform.

[0100] The preset ranging abnormality threshold refers to the upper limit of the current ranging error set in advance, which is used to determine whether the current ranging error obtained by calculation is abnormal. The speed measurement abnormality prompt information is used to prompt the abnormality of the train speed measurement function. The signal monitoring platform refers to a platform for monitoring various functions, modules or systems of the train.

[0101] Specifically, after calculating the current ranging error of the train in the current running cycle, a preset ranging abnormality threshold set in advance is acquired, and the current ranging error is compared with the preset ranging abnormality threshold. If the current ranging error obtained by calculation exceeds the preset ranging abnormality threshold, it means that the current ranging error is large. Since the current ranging error can be calculated according to the train running speed information, the train running speed information will affect the current ranging error of the train. Based on this, in the case that the current ranging error of the train is abnormal, it means that the accuracy of the train running speed information is low. At this time, the speed measurement abnormality prompt information of the train can be generated, and the speed measurement abnormality prompt information is sent to the signal monitoring platform to report the abnormality of the train speed measurement function, thereby realizing the health monitoring of the train speed measurement function.

[0102] In one embodiment of the present specification, the current ranging error obtained through calculation is compared with a preset ranging abnormal threshold to determine whether the speed measurement function of the train is abnormal, and the health monitoring of the speed measurement function of the train is realized on the basis of reducing the error accumulation of the current ranging error obtained through calculation.

[0103] The train ranging error determination method provided in the present specification comprises the following steps: obtaining a reference ranging error of a train in a reference operation period, current operation speed information of the train in a current operation period, and a target ranging error weight, wherein the target ranging error weight is determined according to a historical ranging error proportion of the train in a historical time interval; determining a target travel distance of the train according to the current operation speed information and a travel time interval of the train; and determining a current ranging error of the train in the current operation period according to the reference ranging error, the target travel distance, and the target ranging error weight.

[0104] In one or more embodiments of the present specification, the target ranging error weight in the historical time interval is dynamically calculated by obtaining the corresponding measured distance and the preset distance of each group of transponder pairs, and the ranging error of the train is calculated according to the target ranging error weight, so as to solve the problem that the accumulated ranging error is large due to the fixed proportion of the ranging error, and reduce the number and arrangement cost of the transponders; and the speed measurement function of the train can be determined according to the size of the ranging error, so as to realize the health monitoring of the speed measurement function of the train.

[0105] The following will be described in detail with reference to the accompanying drawings Figure 3 The train ranging error determination method is further described. Wherein, Figure 3 A processing process flow diagram of a train ranging error determination method provided by one embodiment of the present specification is shown, which specifically comprises the following steps:

[0106] Step 302: Obtain the measured distance between at least one group of transponder pairs in a historical time interval.

[0107] Specifically, a plurality of historical operation periods (located in the historical time interval) in which the train runs between the target transponder pairs (any group of transponder pairs) and the corresponding historical operation speed information of each historical operation period are obtained, the historical cycle travel distance of the train corresponding to each historical operation period is calculated according to the corresponding historical operation speed information and the historical operation period length of each historical operation period, and the historical cycle travel distance corresponding to each historical operation period is added to obtain the target measured distance of the train between the target transponder pairs.

[0108] Step 304: Obtain the preset distance between at least one group of transponder pairs in a historical time interval.

[0109] Specifically, a train line map is acquired, the balise identifiers of two adjacent balises in the target balise pair are determined according to the train line map, and the target preset distance between the target balise pair is determined according to the balise identifiers of the two adjacent balises.

[0110] Step 306: The ranging error proportion of each group of balise pairs is determined according to the measured distance and the preset distance between each group of balise pairs.

[0111] Specifically, the ranging error proportion k of each group of balise pairs is calculated according to the formula k = |y'-y| ÷ y (k is the ranging error proportion, y' is the measured distance, and y is the preset distance).

[0112] Step 308: Abnormal ranging error proportions are screened out from the ranging error proportions.

[0113] Specifically, the normal distribution of each ranging error proportion k is processed to obtain a normal distribution result, the ranging error proportions not located in the screening threshold interval are determined as abnormal ranging error proportions by setting the screening threshold interval, and the abnormal ranging error proportions are removed.

[0114] Step 310: The ranging error proportion mean between the ranging error proportions after removing the abnormal ranging error proportions is calculated, and the ranging error proportion mean is determined as the target ranging error weight.

[0115] It should be noted that the above process of determining the target ranging error weight is a preprocessing stage before calculating the train ranging error. The target ranging error weight can be directly obtained before calculating the train ranging error, without the need to calculate it every time. If the historical time interval is selected differently or the measured distance and the preset distance in the historical time interval are different, the target ranging error weight needs to be recalculated.

[0116] Step 312: The target travel distance of the train is determined.

[0117] Specifically, the current running speed information of the train in the current running period is acquired, a plurality of historical running periods in which the train runs between the target balise pair are determined, and the historical period travel distance of the train running in the plurality of historical running periods is acquired. The current period travel distance of the train in the current running period is calculated according to the current running speed information and the running period length of the train in the current running period, the historical period travel distance and the current period travel distance are added, and the target travel distance of the train between the target balise pair is obtained.

[0118] Step 314: The current ranging error of the train in the current running period is determined.

[0119] Specifically, a reference ranging error of the train in a last running cycle (relative to a current running cycle) is acquired, and a current ranging error of the train in the current running cycle is determined according to a formula: current ranging error = (reference ranging error + target travel distance) * target ranging error weight + 1.

[0120] Step 316: Monitor the health state of the train speed measurement function.

[0121] Specifically, a preset ranging abnormality threshold is acquired, the current ranging error is compared with the preset ranging abnormality threshold, and if the current ranging error obtained through calculation exceeds the preset ranging abnormality threshold, it is indicated that the current ranging error is large. In the case that the current ranging error of the train is abnormal, it is indicated that the running speed information of the train is less accurate. At this time, train speed measurement abnormality prompt information can be generated, and the train speed measurement abnormality prompt information is sent to the signal monitoring platform to report the train speed measurement abnormality, so as to realize the health monitoring of the train speed measurement function.

[0122] In one embodiment of the present specification, the target ranging error weight in the historical time interval is dynamically calculated by acquiring the corresponding measurement distances and preset distances of multiple groups of transponders, and the ranging error of the train is calculated according to the target ranging error weight, so as to solve the problem that the accumulated ranging error is large due to the fixed proportion of calculating the ranging error, and reduce the number and arrangement cost of the transponders. In addition, whether the train speed measurement function is abnormal can be judged according to the size of the ranging error, so as to realize the health monitoring of the train speed measurement function.

[0123] Corresponding to the method embodiments described above, the present specification also provides train ranging error determination device embodiments, Figure 4 A structure schematic diagram of a train ranging error determination device provided by one embodiment of the present specification is shown. As shown in the figure, Figure 4 The device comprises:

[0124] The acquisition module 402 is configured to acquire a reference ranging error of a train in a reference running cycle, current running speed information of the train in a current running cycle, and a target ranging error weight, wherein the target ranging error weight is determined according to a historical ranging error proportion of the train in a historical time interval;

[0125] The distance determination module 404 is configured to determine a target travel distance of the train according to the current running speed information and a travel time interval of the train;

[0126] The error determination module 406 is configured to determine a current ranging error of the train in the current running cycle according to the reference ranging error, the target travel distance, and the target ranging error weight.

[0127] Optionally, the obtaining module 402 is further configured to:

[0128] obtain a measurement distance and a preset distance between at least one group of transponder pairs in a historical time interval, wherein the transponder pairs include a first transponder and a second transponder, and the first transponder and the second transponder are any two adjacent transponders;

[0129] determine a ranging error proportion of each group of transponder pairs according to the measurement distance and the preset distance between the transponder pairs;

[0130] calculate a ranging error proportion average value between the ranging error proportions, and determine the ranging error proportion average value as a target ranging error weight.

[0131] Optionally, the obtaining module 402 is further configured to:

[0132] obtain historical running speed information and a historical travel time interval of a train between a target transponder pair according to the historical time interval, wherein the target transponder pair is any one of the at least one group of transponder pairs;

[0133] determine a target historical measurement distance of the target transponder pair in the historical time interval according to the historical running speed information and the historical travel time interval.

[0134] Optionally, the obtaining module 402 is further configured to:

[0135] obtain a train line map;

[0136] determine a target first identifier of a target first transponder and a target second identifier of a target second transponder in a target transponder pair according to the train line map, wherein the target transponder pair is any one of the at least one group of transponder pairs;

[0137] determine a target preset distance between the target transponder pair based on the target first identifier and the target second identifier.

[0138] Optionally, the obtaining module 402 is further configured to:

[0139] determine a target transponder pair in each group of transponder pairs, and obtain a target measurement distance and a target preset distance between the target transponder pair, wherein the target transponder pair is any one of the groups of transponder pairs;

[0140] calculate a target difference distance between the target measurement distance and the target preset distance;

[0141] determine a target ranging error proportion of the target transponder pair according to the target difference distance and the target preset distance.

[0142] Optionally, the apparatus further comprises a rejection module configured to:

[0143] screening an abnormal ranging error proportion from the ranging error proportions;

[0144] rejecting the abnormal ranging error proportion from the ranging error proportions.

[0145] Optionally, the distance determination module 404 is further configured to:

[0146] determine at least one historical running period of the train in the running time interval;

[0147] obtain a historical period running distance of the train in the at least one historical running period;

[0148] calculate a current period running distance of the train in the current running period according to the current running speed information and the running period length;

[0149] determine a target running distance of the train in the running time interval according to the historical period running distance and the current period running distance.

[0150] Optionally, the error determination module 406 is further configured to:

[0151] calculate a distance addition result of the reference ranging error and the target running distance;

[0152] determine a current ranging error of the train in the current running period based on the distance addition result and the target ranging error weight.

[0153] Optionally, the apparatus further comprises an abnormal prompt module configured to:

[0154] obtain a preset ranging abnormal threshold;

[0155] generate a speed measurement abnormal prompt information in a case that the current ranging error exceeds the preset ranging abnormal threshold;

[0156] send the speed measurement abnormal prompt information to a signal monitoring platform.

[0157] The train ranging error determination device provided in the specification comprises: an acquisition module configured to acquire a reference ranging error of a train in a reference operation cycle, current operation speed information of the train in a current operation cycle and a target ranging error weight, wherein the target ranging error weight is determined according to a historical ranging error proportion of the train in a historical time interval; a distance determination module configured to determine a target travel distance of the train according to the current operation speed information and a travel time interval of the train; and an error determination module configured to determine a current ranging error of the train in the current operation cycle according to the reference ranging error, the target travel distance and the target ranging error weight.

[0158] In one or more embodiments of the specification, the target ranging error weight in the historical time interval is dynamically calculated by acquiring a plurality of groups of corresponding measured distances and preset distances of the transponders, and the ranging error of the train is calculated according to the target ranging error weight, so as to solve the problem that the accumulated ranging error is large due to the fixed proportion of the ranging error, and reduce the number and arrangement cost of the transponders; and the speed measurement function of the train can be judged according to the size of the ranging error, so as to realize health monitoring of the speed measurement function of the train.

[0159] The above is a schematic scheme of the train ranging error determination device in the embodiment. It should be noted that the technical scheme of the train ranging error determination device and the technical scheme of the train ranging error determination method described above belong to the same concept, and the details of the technical scheme of the train ranging error determination device which are not described in detail can be referred to the description of the technical scheme of the train ranging error determination method.

[0160] Figure 5 A structural block diagram of a computing device 500 according to an embodiment of the specification is shown. The components of the computing device 500 include but are not limited to a memory 510 and a processor 520. The processor 520 is connected to the memory 510 through a bus 530, and a database 550 is used to save data.

[0161] The computing device 500 also includes an access device 540 that enables the computing device 500 to communicate via one or more networks 560. Examples of such networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or combinations of such networks, such as the Internet. The access device 540 can include one or more of any type of network interface (for example, a network interface card (NIC)) such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, or the like.

[0162] In one embodiment of the present specification, the above-mentioned components of the computing device 500 and other components not shown in the Figure 5 may be connected to each other, such as through a bus. It should be understood that Figure 5 The computing device structure diagram shown is only for the purpose of example, and is not a limitation on the scope of the present specification. Those skilled in the art can add or replace other components as needed.

[0163] The computing device 500 can be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (for example, a tablet computer, a personal digital assistant, a laptop computer, a notebook computer, a netbook, and the like), a mobile phone (for example, a smartphone), a wearable computing device (for example, a smart watch, smart glasses, and the like), or other types of mobile devices, or a stationary computing device such as a desktop computer or a personal computer (PC). The computing device 500 can also be a mobile or stationary server.

[0164] In which the processor 520 implements the steps of the train ranging error determination method when executing the computer program / instructions.

[0165] The above is a schematic scheme of the computing device of the embodiment. It should be noted that the technical scheme of the computing device and the technical scheme of the train ranging error determination method described above belong to the same concept, and the details of the technical scheme of the computing device that are not described in detail can be seen from the description of the technical scheme of the train ranging error determination method.

[0166] An embodiment of the present specification also provides a computer readable storage medium storing computer programs / instructions, which, when executed by a processor, implement the steps of the train ranging error determination method described above.

[0167] The above is a schematic scheme of the computer readable storage medium of the embodiment. It should be noted that the technical scheme of the storage medium and the technical scheme of the train ranging error determination method described above belong to the same concept, and the details of the technical scheme of the storage medium that are not described in detail can be seen from the description of the technical scheme of the train ranging error determination method.

[0168] An embodiment of the present specification also provides a computer program product comprising computer programs / instructions, which, when executed by a processor, implement the steps of the train ranging error determination method described above.

[0169] The above is a schematic scheme of the computer program product of the embodiment. It should be noted that the technical scheme of the computer program product and the technical scheme of the train ranging error determination method described above belong to the same concept, and the details of the technical scheme of the computer program product that are not described in detail can be seen from the description of the technical scheme of the train ranging error determination method.

[0170] The above describes specific embodiments of the present specification. Other embodiments are within the scope of the appended claims. In some cases, the acts or steps recited in the claims can be performed in a different order than the order described in the embodiments and still achieve desirable results. In addition, the processes depicted in the figures do not necessarily require the particular order shown or sequential order in order to achieve the desired results. In some implementations, multitasking and parallel processing can be advantageous or possible.

[0171] The computer program / instructions can include a computer program code, which can be in a form of source code, object code, executable file, or some intermediate form etc. The computer readable medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, software distribution medium, etc.

[0172] It should be noted that, for the foregoing method embodiments, in order to facilitate description, they are all described as a combination of a series of actions, but those skilled in the art should know that the present specification is not limited by the order of the described actions, because according to the present specification, certain steps can be performed in other order or at the same time. Secondly, those skilled in the art should know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily all necessary for the present specification.

[0173] In the above embodiments, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0174] The preferred embodiments of the present specification disclosed above are only used to help explain the present specification. The alternative embodiments do not describe all the details and limit the present invention to the specific embodiments described. Obviously, according to the content of the present specification, many modifications and changes can be made. The present specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present specification, so that those skilled in the art can well understand and use the present specification. The present specification is limited only by the claims and their full scope and equivalents.

Claims

1. A method of determining train ranging error, the method comprising: The method comprises: obtaining a reference ranging error of a train in a reference operation cycle, current operation speed information of the train in a current operation cycle, and a target ranging error weight, wherein the target ranging error weight is determined according to a historical ranging error proportion of the train in a historical time interval, the target ranging error weight is obtained by obtaining a measured distance between at least one group of transponder pairs in the historical time interval, the transponder pair comprises a first transponder and a second transponder, and the first transponder and the second transponder are any two adjacent transponders, determining a ranging error proportion of each group of transponder pairs according to the measured distance and the preset distance between each group of transponder pairs, calculating a ranging error proportion average value between each ranging error proportion, and determining the ranging error proportion average value as the target ranging error weight; determining a target travel distance of the train according to the current operation speed information and a travel time interval of the train; determining a current ranging error of the train in the current operation cycle according to the reference ranging error, the target travel distance, and the target ranging error weight, wherein the current ranging error of the train in the current operation cycle is determined according to the reference ranging error, the target travel distance, and the target ranging error weight, which comprises calculating a distance sum result of the reference ranging error and the target travel distance, and determining the current ranging error of the train in the current operation cycle based on the distance sum result and the target ranging error weight.

2. The method of claim 1, wherein, The method for obtaining the measured distance between at least one group of transponder pairs in the historical time interval comprises: obtaining historical operation speed information and a historical travel time interval of a train between target transponder pairs according to the historical time interval, wherein the target transponder pairs are any one of the at least one group of transponder pairs; determining a target historical measured distance of the target transponder pairs in the historical time interval according to the historical operation speed information and the historical travel time interval.

3. The method of claim 1, wherein, The method for obtaining the preset distance between at least one group of transponder pairs in the historical time interval comprises: obtaining a train line map; determining a target first identifier of a target first transponder and a target second identifier of a target second transponder in the target transponder pairs according to the train line map, wherein the target transponder pairs are any one of the at least one group of transponder pairs; determining a target preset distance between the target transponder pairs based on the target first identifier and the target second identifier.

4. The method of claim 1, wherein, The method for determining the ranging error proportion of each group of transponder pairs according to the measured distance and the preset distance between each group of transponder pairs comprises: determining a target transponder pair in each group of transponder pairs and obtaining a target measured distance and a target preset distance between the target transponder pairs, wherein the target transponder pairs are any one of the groups of transponder pairs; calculating a target difference distance between the target measured distance and the target preset distance; determining a target ranging error proportion of the target transponder pairs according to the target difference distance and the target preset distance.

5. The method of claim 1, wherein, After determining the ranging error proportions of each group of transponder pairs according to the measured distances between each group of transponder pairs and the preset distances, the method further comprises: screening an abnormal ranging error proportion from the ranging error proportions; eliminating the abnormal ranging error proportion from the ranging error proportions.

6. The method of claim 1, wherein, According to the current running speed information and the travel time interval of the train, determining the target travel distance of the train, comprising: determining at least one historical running cycle of the train within the travel time interval; obtaining the historical cycle travel distance of the train in the at least one historical running cycle; According to the current running speed information and the running cycle length, calculating the current cycle travel distance of the train in the current running cycle; According to the historical cycle travel distance and the current cycle travel distance, determining the target travel distance of the train in the travel time interval.

7. The method of claim 1, wherein, After determining the current ranging error of the train in the current running cycle according to the reference ranging error, the target travel distance and the target ranging error weight, the method further comprises: obtaining a preset ranging abnormal threshold; In the case where the current ranging error exceeds the preset ranging abnormal threshold, generating a speed measurement abnormality prompt information; sending the speed measurement abnormality prompt information to the signal monitoring platform.

8. A train ranging error determination apparatus characterized by comprising: comprising: The acquisition module is configured to acquire the reference ranging error of the train in the reference running cycle, the current running speed information of the train in the current running cycle and the target ranging error weight, wherein the target ranging error weight is determined according to the historical ranging error proportion of the train in the historical time interval, and the target ranging error weight is obtained, comprising obtaining the measured distance between at least one group of transponder pairs in the historical time interval and the preset distance, the transponder pair comprising a first transponder and a second transponder, and the first transponder and the second transponder are any two adjacent transponders, determining the ranging error proportion of each group of transponder pairs according to the measured distance between each group of transponder pairs and the preset distance, calculating the ranging error proportion mean value between each ranging error proportion, and determining the ranging error proportion mean value as the target ranging error weight; The distance determination module is configured to determine the target travel distance of the train according to the current running speed information and the travel time interval of the train; The error determination module is configured to determine the current ranging error of the train in the current running cycle according to the reference ranging error, the target travel distance and the target ranging error weight, wherein determining the current ranging error of the train in the current running cycle according to the reference ranging error, the target travel distance and the target ranging error weight comprises calculating the distance sum result of the reference ranging error and the target travel distance, and determining the current ranging error of the train in the current running cycle based on the distance sum result and the target ranging error weight.

9. A computing device, comprising: a memory and a processor; The memory is configured to store computer programs / instructions, and the processor is configured to execute the computer programs / instructions, and the computer programs / instructions, when executed by the processor, implement the steps of the method according to any one of claims 1-7.

10. A computer readable storage medium storing computer programs / instructions, characterized in that, The computer programs / instructions, when executed by the processor, implement the steps of the method according to any one of claims 1-7.

11. A computer program product comprising computer programs / instructions, characterized in that, The computer programs / instructions, when executed by the processor, implement the steps of the method according to any one of claims 1-7.

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