Secure communication positioning method and device for rigid train body

Abstract

The invention relates to a safe communication positioning method and device for a rigid train body, and the method comprises the steps: carrying out the periodic positioning through a vehicle-mounted communication positioning terminal and a built-in electronic map of a train, and obtaining the positioning information of the vehicle-mounted communication positioning terminal; according to the positioning information of the vehicle-mounted communication positioning terminal, self-inspection and mutual correction of the vehicle-mounted communication positioning terminal are carried out; if the self-checking and the mutual checking are both passed, radar positioning is used as train positioning output, and if the self-checking and the mutual checking are not passed, a train operation total system enters a safety mode, and a bypass system is restarted. Compared with the prior art, the vehicle-mounted communication positioning terminal has the advantages that the safety guarantee of the positioning function is realized through self-inspection and mutual correction between the vehicle-mounted communication positioning terminals, and the principle of a 2oo2 combination fault safety architecture is met.

Description

Technical Field

[0001] The present invention relates to the field of vehicle-ground positioning of a rail transit signal system, and in particular to a safe communication positioning method and equipment for a rigid train body. Background Art

[0002] At present, rail transit mostly relies on transponders + axle speed sensors + auxiliary sensors (accelerometers, radars, etc.) to perform train safety positioning. The positioning principle is as follows:

[0003] The onboard system periodically collects the pulse value of the axle speed sensor, calculates the train speed based on the number of periodic pulses, and then calculates the running distance based on the train running time. If the train picks up a beacon at a certain moment, the mileage corresponding to the beacon is obtained from the offline map, and then the mileage calculated by the axle speed sensor is corrected.

[0004] The above train speed measurement and positioning solution has the following shortcomings:

[0005] When calculating the train position, the result of the previous calculation is added to the increment of this calculation to get the current train position. Therefore, this solution has cumulative errors.

[0006] The train may slip while running, but the axle speed sensor only reflects the wheel speed through the number of pulses and cannot detect such problems. Therefore, it will affect the positioning accuracy of the train and cause errors in the calculated train position.

[0007] For the photoelectric speed sensor, the transmission shaft on it must be connected to the vehicle axle to rotate together. Over time, the transmission shaft will wear out. In addition, the vibration of the vehicle during operation will cause the sensor output waveform to be abnormal, and even tooth loss or extra teeth may occur.

[0008] In the existing technology, compared with traditional positioning methods, communication positioning such as global satellite navigation system (GNSS) positioning, 5G-A cellular positioning, WiFi positioning, secondary surveillance radar (SSR) positioning and UWB positioning have the following advantages:

[0009] Independence: Each positioning test is conducted independently and is not affected by previous test results, ensuring the accuracy of the positioning results and avoiding the accumulation of errors.

[0010] High frequency: The system is capable of positioning at a frequency of more than 10 Hz, which means it can complete more than ten positioning operations in one second, meeting the real-time positioning needs of high-speed moving objects.

[0011] Easy to maintain: The trackside system is designed to be installed on both sides of the track rather than in the center of the track. This layout not only reduces the occupation of track space, but also facilitates subsequent maintenance and inspection work.

[0012] However, in existing communication positioning, each positioning terminal performs measurements independently, and is unable to perform self-check verification on the output results, and cannot meet the safety requirements required by the signal system. Summary of the invention

[0013] The purpose of the present invention is to provide a safe communication positioning method and equipment for a rigid train body, which realizes the safety guarantee of the positioning function through self-checking and mutual calibration between on-board communication positioning terminals.

[0014] The purpose of the present invention can be achieved by the following technical solutions:

[0015] A safe communication positioning method for a rigid train body, the method comprising:

[0016] Use the vehicle-mounted communication positioning terminal and the train's built-in electronic map to perform periodic positioning to obtain the vehicle-mounted communication positioning terminal positioning information;

[0017] According to the positioning information of the vehicle communication positioning terminal, the vehicle communication positioning terminal is self-checked and cross-calibrated;

[0018] If both the self-check and the mutual check are passed, the positioning information will be used as the train positioning output. If either the self-check or the mutual check is failed, the train operation system will enter the safety mode and restart the bypass system.

[0019] Furthermore, the vehicle-mounted communication and positioning terminal is installed on a train body.

[0020] Furthermore, two or more vehicle-mounted communication and positioning terminals are installed at the front and rear of the train respectively.

[0021] Furthermore, the period of the periodic positioning information is determined by a train decision unit.

[0022] Furthermore, the train decision unit serves as a clock source to achieve clock synchronization of the overall train operation system.

[0023] Furthermore, the periodic positioning process includes:

[0024] The vehicle-mounted communication positioning terminal is used to measure the distance to surrounding base stations or beacons to obtain the relative position of the vehicle-mounted communication positioning terminal;

[0025] According to the train's built-in electronic map, query the coordinates of surrounding base stations or beacons;

[0026] Combining the relative position of the vehicle-mounted communication positioning terminal with the coordinates of surrounding base stations or beacons, the absolute position of the vehicle-mounted communication positioning terminal on the track is obtained and output as the positioning information of the vehicle-mounted communication positioning terminal.

[0027] Furthermore, the self-check process of the vehicle-mounted communication positioning terminal includes:

[0028] Obtain the current cycle positioning information, the previous cycle positioning information and the previous cycle train speed of the same vehicle-mounted communication positioning terminal;

[0029] Calculate the train speed based on the time difference between the two-cycle positioning information and the two-cycle positioning information;

[0030] Calculating the difference between the current train speed and the train speed in the previous cycle and comparing it with the first safety margin parameter;

[0031] If the difference is less than the first safety margin parameter, it is determined that the self-test has passed;

[0032] If the difference is greater than the first safety margin parameter and the number of times it is greater than the first safety margin parameter does not exceed 3 times in a row, the self-check is performed again in the next cycle;

[0033] If the difference is greater than the first safety margin parameter and is greater than the first safety margin parameter for more than three consecutive times, the train operation system enters the safety mode and restarts the bypass system.

[0034] Furthermore, the formula for calculating the train speed includes:

[0035]

[0036] Among them, △t is the time difference between two positioning information, d ′ is the positioning information of the previous cycle, and d is the positioning information of this cycle.

[0037] Furthermore, the formula for comparing the difference between the current train speed and the train speed in the previous cycle with the first safety margin parameter includes:

[0038]

[0039] Among them, △t is the time difference between two positioning information, d ′ is the positioning information of the previous cycle, d is the positioning information of this cycle, v0 is the train speed of the previous cycle, P1 safetymargin It is the first safety margin parameter.

[0040] Furthermore, the mutual calibration process of the vehicle-mounted communication positioning terminal includes:

[0041] Obtain the current period positioning information of the vehicle communication positioning terminal at one end of the vehicle head / tail and the installation distance between the vehicle communication positioning terminal at the same end;

[0042] Calculate the relative distance between the same-end vehicle communication positioning terminals through the positioning information of the vehicle communication positioning terminals;

[0043] Calculating the difference between the relative spacing and the installation spacing between the same-end vehicle-mounted communication positioning terminals and comparing it with the second safety margin parameter;

[0044] If the difference is greater than the second safety margin parameter and the number of times it is greater than the second safety margin parameter does not exceed 3 consecutive times, the self-check is performed again in the next cycle;

[0045] If the difference is greater than the second safety margin parameter and is greater than the second safety margin parameter for more than three consecutive times, the train operation system enters the safety mode and restarts the bypass system.

[0046] Furthermore, the formula for comparing the difference between the relative spacing between the same-end vehicle-mounted communication positioning terminals and the installation spacing with the second safety margin parameter includes:

[0047] ||A1-A2|-D1| <P2 safe1ymargin ,

[0048] ||B1-B2|-D2| <P2 safetymargin ,

[0049] Among them, A1 is the positioning information of a vehicle-mounted communication positioning terminal at the front of the vehicle, A2 is the positioning information of another vehicle-mounted communication positioning terminal at the front of the vehicle, D1 is the installation distance between the two vehicle-mounted communication positioning terminals at the front of the vehicle, and P2 safetymargin is the second safety margin parameter, B1 is the positioning information of a vehicle-mounted communication positioning terminal at the rear of the vehicle, B2 is the positioning information of another vehicle-mounted communication positioning terminal at the rear of the vehicle, and D2 is the installation distance between the two vehicle-mounted communication positioning terminals at the rear of the vehicle.

[0050] Furthermore, the mutual calibration process of the vehicle-mounted communication positioning terminal also includes:

[0051] Obtain the positioning information of all vehicle-mounted communication positioning terminals in this period and the installation distance between vehicle-mounted communication positioning terminals at different ends;

[0052] Calculate the relative distance between different vehicle communication positioning terminals through the positioning information of the vehicle communication positioning terminal;

[0053] Calculate the difference between the relative spacing and installation spacing between the vehicle-mounted communication positioning terminals at different ends and compare them with the third safety margin parameter;

[0054] If the difference is greater than the third safety margin parameter and the number of times it is greater than the third safety margin parameter does not exceed 3 consecutive times, the self-check is performed again in the next cycle;

[0055] If the difference is greater than the third safety margin parameter and is greater than the third safety margin parameter for more than three consecutive times, the train operation system will enter the safety mode and restart the bypass system.

[0056] Furthermore, the formula for comparing the difference between the relative spacing and the installation spacing between the vehicle-mounted communication and positioning terminals at different ends with the third safety margin parameter includes:

[0057] ||A1-B1|-L| <P3 safetymargin ,

[0058] ||A2-B2|-L| <P3 safetymargin ,

[0059] Among them, A1 is the positioning information of a vehicle-mounted communication positioning terminal at the front of the vehicle, A2 is the positioning information of another vehicle-mounted communication positioning terminal at the front of the vehicle, L is the installation distance between vehicle-mounted communication positioning terminals at different ends, and P3 safetymargin is the third safety margin parameter, B1 is the positioning information of a vehicle-mounted communication positioning terminal at the rear of the vehicle, and B2 is the positioning information of another vehicle-mounted communication positioning terminal at the rear of the vehicle.

[0060] Furthermore, the safety margin parameter is determined according to the train model and the train operation location.

[0061] An electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above-mentioned method for safe communication and positioning of a rigid vehicle body of rail transit are implemented.

[0062] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the above-mentioned safe communication and positioning method for a rigid vehicle body of rail transit.

[0063] Compared with the prior art, the present invention has the following beneficial effects:

[0064] 1. The present invention designs a safe communication positioning method for rigid train bodies. Based on the characteristics that the rail transit body is rigid, the speed is equal everywhere and will not change suddenly, the vehicle-mounted communication positioning terminal is used to obtain positioning information. Through self-checking and mutual calibration between terminals, the safety and accuracy of the output train positioning are guaranteed; the positioning information of the vehicle-mounted communication positioning terminal can provide more continuous, high-precision and high-frequency positioning compared with the traditional positioning system of rail transit;

[0065] 2. The combined fail-safe architecture of self-checking and mutual calibration between the vehicle-mounted communication positioning terminals of the present invention complies with the principle of 2oo2 combined fail-safe architecture;

[0066] 3. The present invention does not enforce the vehicle-mounted communication positioning terminal positioning system, and even vehicle-mounted communication positioning terminals of different systems can be used on the same train, thereby improving the robustness of the entire system;

[0067] 4. The equipment used in the present invention is all installed on the train body, and the equipment installed in the track of the traditional positioning system is not required, which improves the maintainability of the positioning system;

[0068] 5. The present invention utilizes the decision unit as a clock source, which can periodically synchronize the clock of the entire system, thereby improving the stability and reliability of the system and ensuring that the time reference of each vehicle-mounted communication positioning terminal is consistent when collecting and reporting positioning information, thereby reducing the positioning error caused by time asynchrony. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] Figure 1 is a flow chart of the method of the present invention;

[0070] Figure 2 It is a schematic diagram of the device structure of the present invention;

[0071] Figure 3 It is a front view schematic diagram of the deployment of the vehicle-mounted communication and positioning terminal of the present invention;

[0072] Figure 4 A top view schematic diagram of the deployment of the vehicle-mounted communication and positioning terminal of the present invention;

[0073] Figure 5 It is the self-check and mutual-check flow chart of the present invention;

[0074] Figure numerals: A1 - the first vehicle-mounted communication positioning terminal at the front of the vehicle, A2 - the second vehicle-mounted communication positioning terminal at the front of the vehicle, B1 - positioning information of the first vehicle-mounted communication positioning terminal at the rear of the vehicle, B2 - positioning information of the second vehicle-mounted communication positioning terminal at the rear of the vehicle, C - decision-making unit. DETAILED DESCRIPTION

[0075] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0076] This embodiment intends to disclose a safe communication positioning method for a rigid train body, the method is as follows Figure 1 As shown, the following steps are included:

[0077] Step S1, periodically positioning using the vehicle-mounted communication positioning terminal and the train's built-in electronic map to obtain positioning information of the vehicle-mounted communication positioning terminal.

[0078] In this embodiment, a total of 4 on-board communication and positioning terminals are arranged on the train body, 2 of which are installed at the front and rear of the train, and are numbered A1, A2, B1 and B2 respectively. Figure 2 and Figure 3 As shown, A1 and A2 are the on-board communication and positioning terminals at the front of the train, B1 and B2 are the on-board communication and positioning terminals at the rear of the train, and the on-board communication and positioning terminals at the same front / rear of the train are called same-end on-board communication and positioning terminals. The same-end on-board communication and positioning terminals are horizontally distributed on both sides of the front / rear of the train in an axially symmetrical manner. The on-board communication and positioning terminals A1, A2, B1 and B2 and the decision unit C constitute the train positioning system installed on the train body in this embodiment.

[0079] The period of the periodic positioning information in step S1 is determined by the train decision unit C, and the decision unit C also serves as a clock source to achieve clock synchronization of the overall train operation system.

[0080] Decision making unit C Figure 2 As shown, it is arranged in the center of the train and connected to four on-board communication and positioning terminals through direct lines. In the subsequent process, the control of the on-board communication and positioning terminals is also controlled by signals sent by the decision unit C.

[0081] At the beginning of each cycle, positioning information is collected. The periodic positioning process includes:

[0082] The vehicle-mounted communication positioning terminal is used to measure the distance to surrounding base stations or beacons to obtain the relative position of the vehicle-mounted communication positioning terminal;

[0083] According to the train's built-in electronic map, the coordinates of surrounding base stations or beacons are queried using the surrounding ground base station equipment ID and other feature items;

[0084] Combining the relative position of the vehicle-mounted communication positioning terminal with the coordinates of surrounding base stations or beacons, the absolute position of the vehicle-mounted communication positioning terminal on the track is obtained and output as the positioning information of the vehicle-mounted communication positioning terminal.

[0085] The periodic positioning used in this embodiment is a communication positioning. Compared with traditional positioning methods, communication positioning such as global satellite navigation system (GNSS) positioning, 5G-A cellular positioning, WiFi positioning, secondary radar (Secondary Surveillance Radar, SSR) positioning and UWB positioning have the advantages of independence, high frequency and easy maintenance.

[0086] Step S2, performing self-check and mutual calibration of the vehicle-mounted communication positioning terminal according to the positioning information of the vehicle-mounted communication positioning terminal.

[0087] The self-check of the vehicle communication positioning terminal is carried out before the mutual calibration. The specific process includes:

[0088] Obtain the current cycle positioning information, the previous cycle positioning information and the previous cycle train speed of the same vehicle-mounted communication positioning terminal;

[0089] Calculate the train speed based on the time difference between the two-cycle positioning information and the two-cycle positioning information;

[0090] The formula for calculating train speed is:

[0091]

[0092] Among them, △t is the time difference between two positioning information, d ′ is the positioning information of the previous cycle, and d is the positioning information of this cycle;

[0093] Calculating the difference between the current train speed and the train speed in the previous cycle and comparing it with the first safety margin parameter;

[0094] The formula for comparing the difference between the current train speed and the train speed in the previous cycle with the first safety margin parameter is:

[0095]

[0096] Among them, △t is the time difference between two positioning information, d ′ is the positioning information of the previous cycle, d is the positioning information of this cycle, v0 is the train speed of the previous cycle, P1 safetymargin It is the first safety margin parameter.

[0097] If the difference is less than the first safety margin parameter, it is determined that the self-test has passed;

[0098] If the difference is greater than the first safety margin parameter and the number of times it is greater than the first safety margin parameter does not exceed 3 times in a row, the self-check is performed again in the next cycle;

[0099] If the difference is greater than the first safety margin parameter and is greater than the first safety margin parameter for more than three consecutive times, the train operation system enters the safety mode and restarts the bypass system.

[0100] The principle of self-checking is that the vehicle is a rigid body, the speed of different positions of the vehicle body is consistent, and it cannot change significantly within △t (generally set to 50ms). Therefore, if any vehicle-mounted communication positioning terminal in the positioning system fails, the calculated speed will be significantly different from the previous cycle. If there are sudden speed changes in multiple consecutive cycles in a short period of time, it will be determined that the positioning system at this time is not reliable.

[0101] However, since there will be certain errors in the positioning of the on-board communication positioning terminal, a safety margin is introduced. The safety margin is manually input at the beginning of the system operation, and the parameter value will be adjusted according to the different types of trains used, operating positions and trial test results.

[0102] The mutual calibration of the vehicle communication positioning terminals is the mutual calibration of multiple vehicle communication positioning terminals. In this embodiment, there are two mutual calibration modes: mutual calibration between vehicle communication positioning terminals on different sides of the same end and mutual calibration between vehicle communication positioning terminals on different ends of the same side.

[0103] The mutual calibration process between the vehicle communication positioning terminals on different sides of the same end includes:

[0104] Obtain the positioning information of the vehicle communication positioning terminal at one end of the vehicle head / tail and the installation distance between the vehicle communication positioning terminals at different sides of the same end;

[0105] Calculate the relative distance between the same-end vehicle communication positioning terminals through the positioning information of the vehicle communication positioning terminals;

[0106] Calculate the difference between the relative spacing and the installation spacing between the vehicle-mounted communication positioning terminals on different sides of the same end and compare it with the second safety margin parameter;

[0107] The formula for comparing the difference between the relative spacing between the vehicle-mounted communication positioning terminals on different sides of the same end and the installation spacing with the second safety margin parameter is:

[0108] ||A1-A2|-D1| <P2 safetymargin ,

[0109] ||B1-B2|-D2| <P2 safetymargin ,

[0110] Among them, Figure 4 As shown, A1 is the positioning information of the first vehicle-mounted communication positioning terminal at the front of the vehicle, A2 is the positioning information of the second vehicle-mounted communication positioning terminal at the front of the vehicle, D1 is the installation distance between the two vehicle-mounted communication positioning terminals at the front of the vehicle, and P2 safetymargin is the second safety margin parameter, B1 is the positioning information of the first vehicle-mounted communication positioning terminal at the rear of the vehicle, B2 is the positioning information of the second vehicle-mounted communication positioning terminal at the rear of the vehicle, and D2 is the installation distance between the two vehicle-mounted communication positioning terminals at the rear of the vehicle;

[0111] If the difference is greater than the second safety margin parameter and the number of times it is greater than the second safety margin parameter does not exceed 3 consecutive times, the self-check is performed again in the next cycle;

[0112] If the difference is greater than the second safety margin parameter and is greater than the second safety margin parameter for more than three consecutive times, the train operation system enters the safety mode and restarts the bypass system.

[0113] The mutual calibration process between vehicle communication positioning terminals at different ends on the same side includes:

[0114] Obtain the positioning information of all vehicle-mounted communication positioning terminals in this period and the installation spacing between vehicle-mounted communication positioning terminals at different ends on the same side, wherein the installation spacing between vehicle-mounted communication positioning terminals at different ends on the same side is actually the length L of the train;

[0115] Calculate the relative distance between vehicle-mounted communication positioning terminals at different ends on the same side through the positioning information of the vehicle-mounted communication positioning terminals;

[0116] Calculate the difference between the relative spacing and the installation spacing between the vehicle-mounted communication positioning terminals at different ends of the same side and compare them with the third safety margin parameter;

[0117] The formula for comparing the relative spacing between the vehicle-mounted communication positioning terminals at different ends on the same side and the difference in installation spacing with the third safety margin parameter is:

[0118] ||A1-B1|-L| <P3 safetymargin ,

[0119] ||A2-B2|-L| <P3 safetymargin ,

[0120] Among them, A1 is the positioning information of the first vehicle-mounted communication positioning terminal at the front of the vehicle, A2 is the positioning information of the second vehicle-mounted communication positioning terminal at the front of the vehicle, L is the installation distance between the vehicle-mounted communication positioning terminals at different ends on the same side, and P3 safetymargin is the third safety margin parameter, B1 is the positioning information of the first vehicle-mounted communication positioning terminal at the rear of the vehicle, and B2 is the positioning information of the second vehicle-mounted communication positioning terminal at the rear of the vehicle;

[0121] If the difference is greater than the third safety margin parameter and the number of times it is greater than the third safety margin parameter does not exceed 3 consecutive times, the self-check is performed again in the next cycle;

[0122] If the difference is greater than the third safety margin parameter and is greater than the third safety margin parameter for more than three consecutive times, the train operation system will enter the safety mode and restart the bypass system.

[0123] Similar to the principle of self-checking, the principle of mutual calibration also takes into account that the vehicle is a rigid body and the length of the vehicle body is fixed. The installation spacing between the vehicle-mounted communication positioning terminals installed at both ends of the vehicle body is actually the length of the vehicle body. Therefore, if any vehicle-mounted communication positioning terminal in the positioning system fails, the length calculated based on the positioning information of the vehicle-mounted communication positioning terminal will be significantly different from the length of the vehicle body. If the difference occurs for multiple consecutive cycles in a short period of time, it is determined that the positioning system at this time is not reliable.

[0124] During the mutual calibration process, it is also taken into account that there will be certain errors in the positioning of the vehicle-mounted communication positioning terminal, and a safety margin is introduced.

[0125] Step S3: If both the self-check and the mutual check are passed, the positioning information is output as the train positioning; if either the self-check or the mutual check is failed, the train operation system enters the safety mode and restarts the bypass system.

[0126] The bypass system is a backup system used to replace or temporarily take over the positioning function when the safety positioning system is judged to be unreliable and out of service, so as to ensure that the train can continue to operate safely, or at least be able to stop safely and wait for the repair of the safety positioning system. The specific implementation of the bypass system may vary depending on different rail transit systems and operators.

[0127] After the train operation system enters the safety mode, it temporarily stops receiving and using the positioning information provided by the on-board communication positioning terminals A1, A2, B1 and B2, and starts the bypass system to replace the on-board communication positioning terminals for train positioning, so as to avoid train operation safety problems caused by unreliable positioning information. At the same time, the train operation system will wait for the reset operation so that the on-board communication positioning terminals can be reactivated or necessary repairs and adjustments can be made after the problem is solved.

[0128] After the maintenance personnel repair the positioning system and send a reset signal to the train operation system, the train operation system resets the positioning system and closes the bypass system. The train re-performs communication positioning according to the safe communication positioning method for rigid train bodies and returns to step S1.

[0129] The specific application process of the safety communication positioning method for a rigid train body disclosed in this embodiment is as follows: Figure 5 As shown, including:

[0130] Step 1, complete data initialization and proceed to step 2;

[0131] Step 2: Use decision unit C as the clock source to complete the periodic synchronization of the system clock, and then proceed to step 3;

[0132] Step 3: After the system clock periodic synchronization is completed, the entire system enters the positioning cycle and proceeds to steps 4, 5, 6, and 7;

[0133] Step 4: The first vehicle-mounted communication positioning terminal A1 at the front of the vehicle reports the positioning information, and then proceeds to step 8;

[0134] Step 5: The second vehicle-mounted communication positioning terminal A2 at the front of the vehicle reports the positioning information, and then proceeds to step 9;

[0135] Step 6: The first vehicle-mounted communication positioning terminal B1 at the rear of the vehicle reports the positioning information, and then proceeds to step 10;

[0136] Step 7: The second vehicle-mounted communication positioning terminal B2 at the rear of the vehicle reports the positioning information, and then proceeds to step 11;

[0137] Step 8, perform self-check calculation of the first vehicle-mounted communication and positioning terminal A1 at the front of the vehicle, if the check is passed, proceed to step 12, if the check is not passed, proceed to step 16;

[0138] Step 9, perform self-check calculation of the second vehicle-mounted communication and positioning terminal A2 at the front of the vehicle, if the calculation passes, proceed to step 12, if the calculation fails, proceed to step 16;

[0139] Step 10, perform self-check calculation of the first vehicle-mounted communication and positioning terminal B1 at the rear of the vehicle, if the calculation passes, proceed to step 13, if the calculation fails, proceed to step 16;

[0140] Step 11, perform self-check calculation of the second vehicle-mounted communication and positioning terminal B2 at the rear of the vehicle, if the calculation passes, proceed to step 13, if the calculation fails, proceed to step 16;

[0141] Step 12, performing mutual verification calculation between the first vehicle-mounted communication and positioning terminal A1 at the front of the vehicle and the second vehicle-mounted communication and positioning terminal A2 at the front of the vehicle, if the verification calculation passes, proceed to step 14, otherwise proceed to step 16;

[0142] Step 13, performing mutual verification calculation between the first vehicle-mounted communication and positioning terminal B1 at the rear of the vehicle and the second vehicle-mounted communication and positioning terminal B2 at the rear of the vehicle, if the verification calculation passes, proceed to step 14, otherwise proceed to step 16;

[0143] Step 14, performing mutual verification calculation of the first vehicle-mounted communication and positioning terminal A1 at the front of the vehicle, the second vehicle-mounted communication and positioning terminal A2 at the front of the vehicle, the first vehicle-mounted communication and positioning terminal B1 at the rear of the vehicle, and the second vehicle-mounted communication and positioning terminal B2 at the rear of the vehicle. If the verification calculation passes, proceed to step 15; otherwise, proceed to step 16;

[0144] Step 15: Output the train positioning information of this cycle

[0145] Step 16, check whether the number of failures exceeds 3 times, if not, proceed to step 2, if more, proceed to step 17;

[0146] Step 17, enter the safe mode, consider the current positioning system unreliable, and reset the bypass system.

[0147] If the above method is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0148] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A safe communication positioning method for a rigid train body, characterized in that: The method comprises: Use the vehicle-mounted communication positioning terminal and the train's built-in electronic map to perform periodic positioning to obtain the vehicle-mounted communication positioning terminal positioning information; According to the positioning information of the vehicle communication positioning terminal, the vehicle communication positioning terminal is self-checked and cross-calibrated; If both the self-check and the mutual check are passed, the positioning information will be used as the train positioning output. If either the self-check or the mutual check is failed, the train operation system will enter the safety mode and restart the bypass system.

2. A safe communication positioning method for a rigid train body according to claim 1, characterized in that: The vehicle-mounted communication and positioning terminal is installed on the train body.

3. A safe communication positioning method for a rigid train body according to claim 2, characterized in that: The train front and rear are respectively equipped with two or more on-board communication and positioning terminals.

4. A safe communication positioning method for a rigid train body according to claim 1, characterized in that: The period of the periodic positioning information is determined by a train decision unit.

5. A safe communication positioning method for a rigid train body according to claim 4, characterized in that: The train decision unit serves as a clock source to achieve clock synchronization of the overall train operation system.

6. A safe communication positioning method for a rigid train body according to claim 1, characterized in that: The periodic positioning process includes: The vehicle-mounted communication positioning terminal is used to measure the distance to surrounding base stations or beacons to obtain the relative position of the vehicle-mounted communication positioning terminal; According to the train's built-in electronic map, query the coordinates of surrounding base stations or beacons; Combining the relative position of the vehicle-mounted communication positioning terminal with the coordinates of surrounding base stations or beacons, the absolute position of the vehicle-mounted communication positioning terminal on the track is obtained and output as the positioning information of the vehicle-mounted communication positioning terminal.

7. A safe communication positioning method for a rigid train body according to claim 1, characterized in that: The self-check process of the vehicle-mounted communication positioning terminal includes: Obtain the current cycle positioning information, the previous cycle positioning information and the previous cycle train speed of the same vehicle-mounted communication positioning terminal; Calculate the train speed based on the time difference between the two-cycle positioning information and the two-cycle positioning information; Calculating the difference between the current train speed and the train speed in the previous cycle and comparing it with the first safety margin parameter; If the difference is less than the first safety margin parameter, it is determined that the self-test has passed; If the difference is greater than the first safety margin parameter and the number of times it is greater than the first safety margin parameter does not exceed 3 times in a row, the self-check is performed again in the next cycle; If the difference is greater than the first safety margin parameter and is greater than the first safety margin parameter for more than three consecutive times, the train operation system enters the safety mode and restarts the bypass system.

8. A safe communication positioning method for a rigid train body according to claim 7, characterized in that: The formula for calculating the train speed includes: Among them, △t is the time difference between two positioning information, d ′ is the positioning information of the previous cycle, and d is the positioning information of this cycle.

9. A safe communication positioning method for a rigid train body according to claim 7, characterized in that: The formula for comparing the difference between the current train speed and the train speed in the previous cycle with the first safety margin parameter includes: Among them, △t is the time difference between two positioning information, d ′ is the positioning information of the previous cycle, d is the positioning information of this cycle, v0 is the train speed of the previous cycle, P1 safetymargin It is the first safety margin parameter.

10. A safe communication positioning method for a rigid train body according to claim 1, characterized in that: The mutual calibration process of the vehicle-mounted communication positioning terminal includes: Obtain the current period positioning information of the vehicle communication positioning terminal at one end of the vehicle head / tail and the installation distance between the vehicle communication positioning terminal at the same end; Calculate the relative distance between the same-end vehicle communication positioning terminals through the positioning information of the vehicle communication positioning terminals; Calculating the difference between the relative spacing and the installation spacing between the same-end vehicle-mounted communication positioning terminals and comparing it with the second safety margin parameter; If the difference is greater than the second safety margin parameter and the number of times it is greater than the second safety margin parameter does not exceed 3 consecutive times, the self-check is performed again in the next cycle; If the difference is greater than the second safety margin parameter and is greater than the second safety margin parameter for more than three consecutive times, the train operation system enters the safety mode and restarts the bypass system.

11. A safe communication positioning method for a rigid train body according to claim 10, characterized in that: The formula for comparing the difference between the relative spacing between the same-end vehicle-mounted communication positioning terminals and the installation spacing with the second safety margin parameter includes: <h2 style=";text-align:left;direction:ltr">||A1-A2|-D1| <P2 <h2 style=";text-align:left;direction:ltr"> safetymargin <h2 style=";text-align:left;direction:ltr"> , <h2 style=";text-align:left;direction:ltr">||B1-B2|-D2| <P2 <h2 style=";text-align:left;direction:ltr"> safetymargin <h2 style=";text-align:left;direction:ltr"> , Among them, A1 is the positioning information of a vehicle-mounted communication positioning terminal at the front of the vehicle, A2 is the positioning information of another vehicle-mounted communication positioning terminal at the front of the vehicle, D1 is the installation distance between the two vehicle-mounted communication positioning terminals at the front of the vehicle, and P2 safetymargin is the second safety margin parameter, B1 is the positioning information of a vehicle-mounted communication positioning terminal at the rear of the vehicle, B2 is the positioning information of another vehicle-mounted communication positioning terminal at the rear of the vehicle, and D2 is the installation distance between the two vehicle-mounted communication positioning terminals at the rear of the vehicle.

12. A safe communication positioning method for a rigid train body according to claim 1, characterized in that: The mutual calibration process of the vehicle-mounted communication positioning terminal also includes: Obtain the positioning information of all vehicle-mounted communication positioning terminals in this period and the installation distance between vehicle-mounted communication positioning terminals at different ends; Calculate the relative distance between different vehicle communication positioning terminals through the positioning information of the vehicle communication positioning terminal; Calculate the difference between the relative spacing and installation spacing between the vehicle-mounted communication positioning terminals at different ends and compare them with the third safety margin parameter; If the difference is greater than the third safety margin parameter and the number of times it is greater than the third safety margin parameter does not exceed 3 consecutive times, the self-check is performed again in the next cycle; If the difference is greater than the third safety margin parameter and is greater than the third safety margin parameter for more than three consecutive times, the train operation system will enter the safety mode and restart the bypass system.

13. A safe communication positioning method for a rigid train body according to claim 12, characterized in that: The formula for comparing the difference between the relative spacing and the installation spacing between the vehicle-mounted communication and positioning terminals at different ends with the third safety margin parameter includes: ||A1-B1|-L| <P3 safetymargin , <h2 style=";text-align:left;direction:ltr">||A2-B2|-L| <P3 <h2 style=";text-align:left;direction:ltr"> safetymargin <h2 style=";text-align:left;direction:ltr"> , Among them, A1 is the positioning information of a vehicle-mounted communication positioning terminal at the front of the vehicle, A2 is the positioning information of another vehicle-mounted communication positioning terminal at the front of the vehicle, L is the installation distance between vehicle-mounted communication positioning terminals at different ends, and P3 safetymargin is the third safety margin parameter, B1 is the positioning information of a vehicle-mounted communication positioning terminal at the rear of the vehicle, and B2 is the positioning information of another vehicle-mounted communication positioning terminal at the rear of the vehicle.

14. A safe communication positioning method for a rigid train body according to claim 1, characterized in that: The safety margin parameters are determined according to the type of train and the location where the train runs.

15. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the safe communication and positioning method for a rigid vehicle body of rail transit are implemented as described in any one of claims 1-14.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the safe communication and positioning method for a rigid vehicle body of rail transit are implemented as described in any one of claims 1-14.

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