Train positioning correction method and device of vehicle-mounted train control equipment and electronic equipment

Abstract

The invention belongs to the technical field of rail transit, and provides a train positioning correction method and device of vehicle-mounted train control equipment and electronic equipment.The method comprises the steps that the train front end position of a target train in link information and an expected beacon receiving window of an expected beacon are obtained, and the expected beacon is the first beacon in front of the target train; for the expected beacon, determining a receiving window range of the expected beacon in the line data based on a plurality of parameters used for calculating the receiving window range of the expected beacon; and based on the train front-end position and the expected beacon receiving window, whether the current condition meets the correction condition for correcting the train position of the target train or not is judged, and under the condition that the current condition meets the correction condition, the train position of the target train is corrected. By means of the train positioning correction method, safe driving of the train can be guaranteed, the processing efficiency of train positioning correction can be greatly improved, and position correction is conducted only under the condition that the current condition meets the correction condition.

Description

Technical Field

[0001] The present invention belongs to the field of rail transit technology, and in particular relates to a train positioning correction method, device and electronic equipment for a vehicle-mounted train control device. Background Art

[0002] Accurate and reliable train positioning is the basis for the operation and control of the train control system. In the on-board train control equipment, the train positioning information is used to prevent the train from crossing the authorized end point to ensure the safety of the single train operation. In the ground equipment, the train positioning information is used to ensure that the running interval between trains meets the safety requirements. Ambiguous and unreliable train positioning information is unacceptable for the safe operation of the train control equipment.

[0003] The train uses photoelectric or Hall speed sensors, Doppler radars and other equipment to measure speed and distance. The distance measurement error and confidence interval increase with the train speed and train operation. In the case of continuous accumulation of absolute errors, the train receives information such as ground balises and track circuit insulation joints (different types of beacons) and compares them with the positioning points in the line data to calibrate the train position and ensure that the confidence interval of the train position is reduced to an acceptable range.

[0004] Since the distance measurement function of the on-board train control equipment has a certain deviation, the positioning error of the on-board train control equipment gradually accumulates without position correction processing. When the positioning deviation of the on-board train control equipment exceeds the allowable range, the on-board train control equipment cannot achieve safe and reliable train protection and other control functions; therefore, in order to ensure the safe operation of the train, the on-board train control equipment must have the function of position correction.

[0005] In the existing train position correction method, different types of beacons have different installation accuracy, receiving and processing delays of beacon receiving devices, and the receiving windows of the same type of beacons may overlap. Due to the possible overlapping of receiving windows, train calibration errors may occur in certain situations, thus causing safety issues.

[0006] The commonly used processing method at present is to modify the code position correction logic, but this method cannot fundamentally avoid the potential security risks caused by the overlap of receiving windows.

[0007] Therefore, how to process the line data of the on-board train control equipment to achieve correction of the train position while avoiding potential safety risks caused by overlapping receiving windows is a technical problem to be solved. Summary of the invention

[0008] Based on this, it is necessary to provide a train positioning correction method, device, storage medium and electronic device for a vehicle-mounted train control device in view of the need for automatic correction of the train position of the target train in the process of line processing of the vehicle-mounted train control device in the prior art.

[0009] In a first aspect, an embodiment of the present invention provides a train positioning correction method for a train control device on a vehicle, the method comprising: Acquire the line data ahead of the current running line of the target train, wherein the line data carries the link information of the beacon; Acquire the front end position of the target train in the link information and the expected beacon receiving window of the expected beacon, wherein the expected beacon is the first beacon in front of the target train, and determine the first beacon in front of the target train according to the position of the front end of the target train in the line data when the link information is acquired; For the expected beacon, based on a plurality of parameters used to calculate the receiving window range of the expected beacon, determine a receiving window range of the expected beacon in the line data, wherein the receiving window range is determined by a receiving window start point and a receiving window end point of the expected beacon in the line data; Based on the front position of the train and the expected beacon receiving window, it is determined whether the current conditions meet the correction conditions for correcting the train position of the target train, and if the current conditions meet the correction conditions, the train position of the target train is corrected.

[0010] Optionally, the correction condition includes: receiving the link information of the expected beacon at the current moment, and at the current moment, the position of the front end of the train in the line data is between the starting point and the end point of the receiving window.

[0011] Optionally, the method further comprises: When receiving the link information of the expected beacon, determining that the position of the front end of the train in the line data is smaller than the starting point of the receiving window, and not correcting the train positioning of the on-board train control device; The next beacon in front of the train of the same type as the first beacon is set as a new expected beacon.

[0012] Optionally, the method further comprises: When receiving the link information of the expected beacon, determining that the position of the front end of the train in the line data is greater than the end point of the receiving window, and not correcting the train positioning of the on-board train control device; The next beacon in front of the train of the same type as the first beacon is set as a new expected beacon.

[0013] Optionally, when the current condition meets the correction condition, correcting the train position of the target train includes: Determine train position offset; Obtaining the train position offset and obtaining the expected beacon basic receiving window fixed value corresponding to the expected beacon; In the case where the train position offset is greater than the expected beacon basic receiving window fixed value, the current train position of the target train is corrected according to the train position offset to obtain a corrected train position.

[0014] Optionally, determining the train position offset includes: Get the current system time, the current train position of the target train, and the beacon reception delay; Based on the current system time, the current train position of the target train and the beacon reception delay, calculate and obtain the current system time when the target train passes the expected beacon; Finding the current train position of the target train when it passes the expected beacon in the recorded data including different system times and different train positions of the on-board train control device; Get the expected beacon position; The train position offset is determined based on the expected beacon position and the current train position.

[0015] Optionally, the determining, for the expected beacon, a receiving window range of the expected beacon in the line data based on a plurality of parameters used to calculate a receiving window range of the expected beacon, includes: Acquire the multiple parameters, the multiple parameters at least including: associated parameters related to the expected beacon, the current train speed of the target train, and the length of the confidence interval of the current train front position of the target train, the associated parameters related to the expected beacon at least including: a beacon installation error of the expected beacon, a beacon reception delay of the expected beacon, a beacon reception window maximum value of the expected beacon, a beacon basic reception window fixed value of the expected beacon, and a position of the expected beacon in the line data; Calculate and obtain the receiving window radius of the desired beacon according to the first expression and the maximum value of the beacon receiving window of the desired beacon, the fixed value of the beacon basic receiving window of the desired beacon, the beacon installation error of the desired beacon, and the length of the confidence interval of the current train front position of the target train in the plurality of parameters; Calculate and obtain the receiving window center position of the desired beacon according to the second expression and the position of the desired beacon in the line data, the beacon reception delay of the desired beacon, and the current train speed of the target train among the plurality of parameters; Obtaining the receiving window radius of the desired beacon and the receiving window center position of the desired beacon; The receiving window range of the expected beacon in the line data is determined according to the receiving window radius of the expected beacon and the receiving window center position of the expected beacon.

[0016] Optionally, within the range of receivable link information, if the receiving window ranges of two beacons of the same type ahead of the train overlap, the receiving window value of the latter beacon is set to the position of the center of the current beacon receiving window in the line data.

[0017] In a second aspect, an embodiment of the present invention provides a train positioning correction device for a vehicle-mounted train control device, the device comprising: A first acquisition module is used to acquire line data ahead of the current running line of the target train, wherein the line data carries link information of the beacon; a second acquisition module, configured to acquire the train front position of the target train and the expected beacon receiving window of the expected beacon in the link information, wherein the expected beacon is the first beacon in front of the target train, and determine the first beacon in front of the target train according to the position of the train front of the target train in the line data when the link information is acquired; a determination module, configured to determine, for the expected beacon, a receiving window range of the expected beacon in the line data based on a plurality of parameters used to calculate the receiving window range of the expected beacon, wherein the receiving window range is determined by a receiving window start point and a receiving window end point of the expected beacon in the line data; A judgment module, used for judging whether the current condition meets the correction condition for correcting the train position of the target train based on the front position of the train and the expected beacon receiving window; The correction module is used to correct the train position of the target train when the current condition meets the correction condition.

[0018] According to a third aspect, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed in a computer, the computer is caused to execute the method of the first aspect.

[0019] According to a fourth aspect, an electronic device is provided, comprising a memory and a processor, wherein the memory stores executable code, and when the processor executes the executable code, the method according to the first aspect is implemented.

[0020] In an embodiment of the present invention, line data ahead of a current running line of a target train is obtained, the line data carrying link information of a beacon; the front end position of the target train in the link information and an expected beacon receiving window of an expected beacon are obtained, the expected beacon being the first beacon ahead of the target train, and the first beacon ahead of the target train is determined according to the position of the front end of the target train in the line data when the link information is obtained; for the expected beacon, based on a plurality of parameters for calculating the receiving window range of the expected beacon, the receiving window range of the expected beacon in the line data is determined, the receiving window range being determined by a receiving window start point and a receiving window end point of the expected beacon in the line data; and based on the front end position of the train and the expected beacon receiving window, it is determined whether current conditions meet correction conditions for correcting the train position of the target train, and if the current conditions meet the correction conditions, the train position of the target train is corrected. The train positioning correction method of the on-board train control equipment provided in the embodiment of the present invention can not only ensure the safe driving of the train, but also greatly improve the processing efficiency of the train positioning correction, and the calibration is performed only when the current conditions meet the correction conditions; in addition, the train positioning correction method provided in the embodiment of the present invention processes the beacon receiving window before using the beacon receiving window to correct the train position, and deletes overlapping beacon receiving windows to avoid the following situations: errors in the matching process of the receiving window and errors in the train position of the located target train. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] By referring to the following drawings, a more complete understanding of the exemplary embodiments of the present invention can be obtained. The drawings are used to provide a further understanding of the embodiments of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the drawings, the same reference numerals generally represent the same components or steps.

[0022] Figure 1 A flowchart of a train positioning correction method for a vehicle-mounted train control device is provided according to an exemplary embodiment of the present invention; Figure 2 This is a schematic diagram of the principle of the on-board train control equipment using beacons to achieve train position correction; Figure 3 A flow chart of a train positioning correction method for another on-board train control device; Figure 4 It is a structural schematic diagram of a train positioning correction device 400 of a vehicle-mounted train control device according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0023] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0024] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in the present invention should have the common meanings understood by those skilled in the art to which the present invention belongs.

[0025] In addition, the terms "first" and "second" etc. are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, device, product or equipment that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units that are not listed, or may optionally include other steps or units that are inherent to these processes, methods, products or equipment.

[0026] Embodiments of the present invention provide a train positioning correction method and device for a vehicle-mounted train control device, a computer-readable medium, and an electronic device, which are described below in conjunction with the accompanying drawings.

[0027] Please refer to Figure 1 , which shows a flow chart of a train positioning correction method of a vehicle-mounted train control device provided by some embodiments of the present invention, such as Figure 1 As shown, the train positioning correction method of the on-board train control device may include the following steps: Step S101: Acquire the line data ahead of the current running line of the target train, where the line data carries the link information of the beacon.

[0028] In one example, during operation, the onboard train control equipment obtains the line data ahead of the current running line through electronic maps, trackside equipment, wireless communication, etc. The line data contains the link information of different types of beacons. The link information at least includes the distance from the first beacon ahead of the train to the front end of the train and the distance information between adjacent beacons.

[0029] In one example, before executing step S101, the train positioning correction method of the on-board train control device provided by the embodiment of the present invention further includes the following steps: Before the target train goes online, configure the following parameters for line data processing to the on-board train control equipment: Parameter 1: Beacon installation error. The beacon installation error is marked as ; Parameter 2: Beacon reception delay, beacon reception delay is marked as : refers to the time from when the beacon receiver receives the beacon to when it sends the beacon information to the on-board train control device; Parameter 3: Maximum value of the beacon receiving window. The maximum value of the beacon receiving window is marked as ; Parameter 4: beacon basic receiving window fixed value, the beacon basic receiving window fixed value is marked as .

[0030] Step S102: Obtain the train front position of the target train in the link information and the expected beacon receiving window of the expected beacon, the expected beacon being the first beacon in front of the target train, and determine the first beacon in front of the target train based on the position of the train front of the target train in the line data when the link information is obtained.

[0031] Step S103: for the expected beacon, based on multiple parameters used to calculate the receiving window range of the expected beacon, determine the receiving window range of the expected beacon in the line data, where the receiving window range is determined by the receiving window start point and the receiving window end point of the expected beacon in the line data.

[0032] In one example, for different beacons, the receiving window position of the beacon is calculated according to the beacon installation error, receiving delay, receiving window maximum value, basic receiving window parameter of the beacon type, combined with the current train speed and the current train front position confidence interval length, where the current train speed is identified as , the length of the confidence interval of the current train front position is marked as .

[0033] If the position of a beacon in the line data is ; According to the parameters of the beacon type, the formula (1) for calculating the receiving window radius of the beacon is as follows. The receiving window radius of the beacon is marked as : Formula (1); In the above formula (1), is the receiving window radius of the beacon, is the maximum value of the beacon receiving window, It is the fixed value of the basic receiving window of the beacon. For beacon installation error, is the length of the confidence interval of the current train front position.

[0034] The formula (2) for calculating the center position of the receiving window of the beacon is as follows. The center position of the receiving window of the beacon is marked as : Formula (2); In the above formula (2), is the center position of the beacon's receiving window, is the position of a beacon in the line data, Delay for beacon reception, is the current train speed.

[0035] The formula (3) for determining the position of the beacon receiving window in the line data is as follows. The position of the beacon receiving window in the line data is identified as : Formula (3); In the above formula (3), is the position of the beacon receiving window in the line data, is the center position of the beacon's receiving window, is the receiving window radius of the beacon.

[0036] In one example, for an expected beacon, based on multiple parameters used to calculate a receiving window range of the expected beacon, determining a receiving window range of the expected beacon in line data includes the following steps: Acquire multiple parameters, the multiple parameters at least include: associated parameters related to the expected beacon, the current train speed of the target train, and the length of the confidence interval of the current train front position of the target train, and the associated parameters related to the expected beacon at least include: a beacon installation error of the expected beacon, a beacon reception delay of the expected beacon, a beacon reception window maximum value of the expected beacon, a beacon basic reception window fixed value of the expected beacon, and a position of the expected beacon in the line data; Calculate and obtain the receiving window radius of the desired beacon according to the first expression and the maximum value of the beacon receiving window of the desired beacon, the fixed value of the beacon basic receiving window of the desired beacon, the beacon installation error of the desired beacon, and the length of the confidence interval of the current train front position of the target train in the multiple parameters; Calculate and obtain the receiving window center position of the desired beacon according to the second expression and the position of the desired beacon in the line data, the beacon reception delay of the desired beacon, and the current train speed of the target train in the plurality of parameters; Obtaining the receiving window radius of the desired beacon and the receiving window center position of the desired beacon; The receiving window range of the expected beacon in the line data is determined according to the receiving window radius of the expected beacon and the receiving window center position of the expected beacon.

[0037] In the above steps, the first expression may be the above formula (1). The meanings of formula (1) and the parameters in formula (1) refer to the description of the same or similar parts above, which will not be repeated here. The above formula (1) is only an example of the first expression.

[0038] The second expression may be the above formula (2). The meanings of formula (2) and the parameters in formula (2) refer to the description of the same or similar parts above, which will not be repeated here. The above formula (2) is only an example of the second expression.

[0039] In one example, the receiving window radius of the expected beacon and the center position of the receiving window of the expected beacon are obtained; and according to the receiving window radius of the expected beacon and the center position of the receiving window of the expected beacon, the position interval of the receiving window of the expected beacon in the line data can be determined by using the above formula (3). For the meaning of the above formula (3) and each parameter in the formula (3), refer to the description of the same or similar parts above, which will not be repeated here. The above formula (3) is only an example.

[0040] Step S104: Based on the front position of the train and the expected beacon receiving window, determine whether the current conditions meet the correction conditions for correcting the train position of the target train, and correct the train position of the target train when the current conditions meet the correction conditions; in this way, the processing efficiency of train positioning correction can be greatly improved, and calibration is performed only when the current conditions meet the correction conditions.

[0041] In one example, the correction condition includes: receiving link information of an expected beacon at the current moment, and at the current moment, the position of the front end of the train in the line data is between the start point and the end point of the receiving window.

[0042] In one example, when the current condition meets the correction condition, the train position of the target train is corrected, including the following steps: Determine train position offset; Obtaining the train position offset and the expected beacon basic receiving window fixed value corresponding to the expected beacon; When the train position offset is greater than the expected beacon basic receiving window fixed value, the current train position of the target train is corrected according to the train position offset to obtain a corrected train position.

[0043] In one example, determining a train position offset includes the following steps: Get the current system time, the current train position of the target train, and the beacon reception delay; Based on the current system time, the current train position of the target train and the beacon reception delay, the current system time when the target train passes the expected beacon is calculated and obtained; Find the current train position when the target train passes the expected beacon in the recorded data including different system times and different train positions of the on-board train control equipment; Get the expected beacon position; Based on the expected beacon position and the current train position, a train position offset is determined.

[0044] In one example, after obtaining the corrected train position, the train positioning correction method of the on-board train control device provided by the embodiment of the present invention may further include the following steps: Obtain the corrected train position and beacon basic receiving window fixed value; According to the corrected train position and the fixed value of the beacon basic receiving window, the corrected interval in which the train is in a safe state is calculated and obtained.

[0045] In one example, within the range of receivable link information, the receiving window ranges of two beacons of the same type in front of the train overlap, and the receiving window value of the latter beacon is set to the position of the center of the current beacon receiving window in the line data; in this way, when the receiving window overlaps, the errors that may occur during the train position correction process can be effectively avoided by adjusting the receiving window.

[0046] In one example, the train positioning correction method of the on-board train control device provided by the embodiment of the present invention may also include the following steps: When receiving the link information of the expected beacon, it is determined that the position of the front end of the train in the line data is smaller than the starting point of the receiving window, and the train positioning of the on-board train control equipment is not corrected; The next beacon in front of the train of the same type as the first beacon is set as the new expected beacon; in this way, when the current conditions do not meet the above correction conditions, the train positioning of the on-board train control equipment will not be corrected, thereby greatly improving the processing efficiency of the train positioning correction.

[0047] In one example, the train positioning correction method of the on-board train control device provided by the embodiment of the present invention may also include the following steps: When receiving the link information of the expected beacon, it is judged that the position of the front end of the train in the line data is greater than the end point of the receiving window, and the train positioning of the on-board train control equipment is not corrected; The next beacon in front of the train of the same type as the first beacon is set as the new expected beacon; in this way, when the current conditions do not meet the above correction conditions, the train positioning of the on-board train control equipment will not be corrected, thereby greatly improving the processing efficiency of the train positioning correction.

[0048] In one example, the train positioning correction method of the on-board train control device provided by the embodiment of the present invention may also include the following steps: The beacon receiving window positions of all beacon types in the line data are processed in a preset manner to obtain a processing result.

[0049] In one example, the beacon receiving window positions of all beacon types in the line data are processed in a preset manner, including the following steps: Select any beacon type from all beacon types as the current type beacon; Within the link information range of the current type of beacon, N beacon receiving windows corresponding to the N beacons ahead of the target train are obtained in sequence, and a corresponding beacon receiving window range is constructed based on the N beacon receiving windows; If it is determined that any two adjacent beacon receiving windows among the N beacon receiving windows overlap, the beacon receiving window value corresponding to the latter of the two adjacent beacon receiving windows that overlap is replaced with the beacon receiving window center position of the beacon.

[0050] In one example, the beacon receiving window positions of all beacon types in the line data are calculated and processed: for a certain type of beacon, the N beacons ahead of the train within the link information range of the beacon The receiving window range , if it appears and If there is overlap, the next beacon receiving window value is set to: .

[0051] In one example, combining Figure 2 , the train control equipment uses beacons to realize train position correction. For a certain type of beacon, perform the following steps: Step a1: The onboard train control equipment records the onboard train control equipment system time (hereinafter referred to as "system time") and the position of the front end of the train in the above line data (hereinafter referred to as "train position") at a certain frequency within a recent period of time:

[0052] in: (1) The sampling frequency of system time and train position information should be no less than 10 Hz. The higher the recording frequency, the higher the train calibration accuracy. (2) The recording time length shall not be less than the beacon reception delay of various beacons used for calibration (beacon reception delay is used for The largest one among the logos; (3) Based on the distance measurement results of the on-board train control equipment, the train position is calculated by accumulating the distance traveled by the train during the sampling time.

[0053] Step a2: When the train receives the link information containing the beacon for the first time, the front position of the train is recorded when the link information is received (the front position of the train is represented by The first beacon ahead of the train in the line data is the "expected beacon".

[0054] Step a3: The on-board train control device calculates the receiving window positions corresponding to all beacons in the line data in real time according to the calculation method of the receiving window position of the beacon mentioned above; the calculation method of the receiving window position of the beacon refers to the description of the same or similar parts mentioned above, which will not be repeated here.

[0055] Step a4: Different correction conditions can be configured for different application scenarios. In this application scenario, the correction conditions can be set as follows: the front position of the train is within the receiving window interval determined by the start and end points of the "expected beacon" receiving window, and the on-board train control equipment receives the beacon.

[0056] Step a5: Based on whether the current conditions meet the aforementioned correction conditions, if the current conditions meet the correction conditions, the train position correction is performed; otherwise, the train positioning of the on-board train control equipment is not corrected.

[0057] There are different application scenarios for step a5, which are described in detail as follows: In an application scenario, if the current conditions do not meet the aforementioned correction conditions, the train positioning of the onboard train control equipment is not corrected. The specific processing process is as follows: If the front position of the train is less than the starting point of the expected beacon receiving window at this time, and the on-board train control equipment receives the beacon, the train positioning of the on-board train control equipment will not be corrected, and the next beacon of the current "expected beacon" will be marked as "expected beacon".

[0058] In another application scenario, if the current conditions meet the aforementioned correction conditions, the following steps are performed to correct the train position, as described below: (1) Get the current system time (the current system time is The current train position (the current train position is indicated by Identification), calculate the system time when the train passes the beacon (the system time when the train passes the beacon is Logo): Formula (4); In the above formula (4), is the system time when the train passes the beacon, is the current system time, Delay for beacon reception.

[0059] (2) Find the train position when the corresponding train passes the beacon in the system time and train position recorded by the on-board train control equipment (the train position when the train passes the beacon is Identification), calculate the position offset between the train position and the expected beacon position when passing the beacon (the position offset between the train position and the expected beacon position when passing the beacon is denoted by Logo): Formula (5); In the above formula (5), is the train position offset, is the position of a beacon in the line data, is the train position when the train passes the beacon.

[0060] (3) When (in, is the train position offset, is the fixed value of the beacon basic receiving window), so that the confidence interval can be guaranteed not to expand. According to the above-mentioned train position offset, the current train position is corrected to obtain the corrected train position. The corrected train position (the corrected train position is denoted by Identification) is: Formula (6); In the above formula (6), is the corrected train position, is the current train position, is the train position offset.

[0061] At this time, the safe and reliable train position after calibration is: Formula (7); In the above formula (7), To ensure safe and reliable train position after calibration, is the corrected train position, It is the fixed value of the beacon basic receiving window.

[0062] In another application scenario, the current conditions do not meet the aforementioned correction conditions, and the train positioning of the onboard train control equipment is not corrected. The specific processing process is as follows: If the front position of the train has exceeded the end of the "expected beacon" receiving window at this time, and the on-board train control equipment has not received the beacon, the position of the train will not be corrected, and the next beacon of the current "expected beacon" will be marked as "expected beacon".

[0063] In actual application scenarios, in the on-board train control equipment, the train front position includes the estimated train front position (the estimated train front position is used to The maximum position of the front end of the train (the maximum position of the front end of the train is marked with logo), the minimum position of the front end of the train (the minimum position of the front end of the train is marked The confidence interval of the train front position refers to Due to the train distance measurement error, as the train travels longer, the confidence interval will grow at a certain rate, which is determined by the performance of the train distance measurement function.

[0064] The acceptable (safe) train position confidence interval is defined by the train control system requirements. The higher the system safety integrity level (SIL), the smaller the safe confidence interval. When the confidence interval exceeds the required threshold, the train position is considered unreliable and protective measures such as braking and stopping are required.

[0065] Take a SIL4 on-board train control system as an example: the system requires that the ranging error does not exceed 2%, that is, for every 1km of travel, the confidence interval increases by a maximum of 1km*2%=20m; the system requires that if the on-board train control equipment fails to correct the train position for 7 consecutive kilometers, the train position is unreliable, that is, the length of the confidence interval shall not exceed 7km*2%=140m.

[0066] The following is a specific example of a train positioning correction method for an on-board train control device, and the implementation steps are specifically described as follows: Step b1: Get the beacon type: Insulated Joint (the dividing point between adjacent track sections in the track circuit. The onboard train control equipment recognizes the beacon through the general locomotive signal host, which is written as Joint below for easy distinction).

[0067] Step b2: Obtain beacon related parameters. The specific parameters and values ​​are as follows: Beacon installation error 5m; Beacon reception delay It is: 4000ms (general locomotive signal host recognition delay) plus 500ms (the communication and processing delay between the on-board train control equipment and the general locomotive signal host), which is 4500ms. Beacon receiving window maximum value 120m (experience value, can be configured according to actual project conditions); Fixed value of beacon basic receiving window 10m (empirical value, can be configured according to actual project conditions).

[0068] Step b3: Receive beacon link information and calculate the receiving window.

[0069] Step b31: receiving beacon link information, the train estimates that the front end position in the line data is 0m; Step b32: Get beacon link information in line data: Joint1 Location: 1000m; Joint2 Location: 1800m; Step b33: Get the current train speed 60km / h; Step b34: The current confidence interval of the front end of the train is [-30m, 30m], and the length of the confidence interval of the current front end position of the train is 60m; Step b35: Calculate the Joint1 receiving window: Step b351: The receiving window radius The calculation process is as follows: ; Step b352: The center position of the receiving window The calculation process is as follows: ; Step b353: Determine the receiving window range .

[0070] Step b36: Calculate the Joint2 receiving window in the same way: Step b361: Its receiving window radius The calculation process is as follows: ; Step b362: The calculation process of the receiving window center position is specifically as follows: ; Step b363: Determine its receiving window range .

[0071] At this time, the "expected beacon" is Joint1 at 1000m.

[0072] Step b4: The process of correcting the train position (determining whether the current conditions meet the correction conditions, obtaining the judgment result, and determining whether to correct the current train position based on the judgment result. Only when the current conditions meet the correction conditions, the position correction process is performed on the current train position): Take Joint 1 at 1000m as an example: The first case: the current conditions meet the correction conditions, the train position is corrected, and the correction is successful.

[0073] Step b41: Correct the train position and the correction is successful. The specific implementation process is as follows: Step b411: Current system time 105s, current train speed The speed is 60 km / h, the position of the front end of the train in the line data is 1090 m, and the current confidence interval of the front end of the train is [-40 m, 40 m]; Step b412: The onboard train control equipment records the system time and the corresponding train position in the last 10 seconds, with a sampling frequency of 10 Hz (system time 95 seconds to 105 seconds); Step b413: At this time (system time = 105s), the onboard train control device receives the beacon; Step b414: Determine whether the train position is within the "expected beacon" receiving window range Inside: ,Since the value 1090m is within the window of the "expected beacon" receiving window, the train position is corrected; Step b415: Train position when the train passes the beacon The specific calculation process is: ; Step b416: Query the train position when the train passes the beacon from the time and position recorded by the onboard train control equipment 1015m (calculated backwards based on speed: , running distance 75m, ranging error is negligible); Step b417: Calculate train position offset , train position offset The specific calculation process is: ; Step b418: Based on train position offset of And the fixed value of the beacon basic receiving window 10m, judge whether the current conditions meet the correction conditions, because , meets the correction conditions, corrects the current train position, and obtains the corrected train position , the corrected train position The calculation process is as follows: ; Corrected train position The calculated 1075m is consistent with , the confidence interval of the train position shrinks to: The length of the confidence interval of the corrected train position is 20m, which is smaller than the confidence interval length of 80m before calibration.

[0074] Step b419: The "Expected Beacon" is moved from Joint1 to Joint2.

[0075] The second situation: the current train position does not enter the "expected beacon" receiving window range, and the current train position is not corrected.

[0076] Step b42: When a beacon is received before the receiving window, no correction is performed on the current train position, as described below: Step b421: Current system time 105s, current train speed The speed is 60 km / h, the position of the front end of the train in the line data is 1020 m, and the current confidence interval of the front end of the train is [-40 m, 40 m]; Step b422: The onboard train control equipment records the system time and the corresponding train position in the last 10 seconds, with a sampling frequency of 10 Hz (system time 95 seconds to 105 seconds); Step b423: At this time (system time = 105s), the onboard train control device receives the beacon; Step b424: Determine whether the current train position is within the "expected beacon" receiving window range Inside: , because the current train position does not enter the "expected beacon" receiving window range Therefore, no position correction processing is performed on the current train position, thereby greatly improving the processing efficiency of line data; Step b425: The "Expected Beacon" is moved from Joint1 to Joint2.

[0077] The third case: No beacon is received within the receiving window, and no correction is performed on the current train position, as described below: Step b43: If no beacon is received within the receiving window, no correction processing is performed on the current train position, as described in detail as follows: Step b431: Current system time 105s, current train speed The speed is 60 km / h, the position of the front end of the train in the line data is 1121 m, and the current confidence interval of the front end of the train is [-40 m, 40 m]; Step b432: The onboard train control equipment records the system time and corresponding train position in the last 10 seconds, with a sampling frequency of 10 Hz (system time 95 seconds to 105 seconds); Step b433: During the period when the train runs from 0m to 1120m, the onboard train control equipment does not receive the beacon; Step b434: Determine whether the current train position is within the "expected beacon" receiving window range Inside: Due to the current train position , the current train position has crossed the "expected beacon" receiving window range, and the beacon has not been received yet, so the current train position is not corrected, which greatly improves the processing efficiency of line data; Step b435: The "Expected Beacon" is moved from Joint1 to Joint2.

[0078] like Figure 3 As shown, it is a flow chart of a train positioning correction method of another on-board train control device.

[0079] like Figure 3 As shown, the processing process of the train positioning correction method of the on-board train control equipment is specifically described as follows: start; Configure related parameters. For the configuration parameters, refer to the description of the same or similar parts above. Parameter 1: Beacon installation error. The beacon installation error is marked as ; Parameter 2: beacon reception delay, beacon reception delay is marked as : refers to the time from when the beacon receiver receives the beacon to when it sends the beacon information to the on-board train control device; Parameter 3: Maximum value of the beacon receiving window, the maximum value of the beacon receiving window is marked as ; Parameter 4: beacon basic receiving window fixed value, the beacon basic receiving window fixed value is marked as ; Determine whether link information is received during train operation; if it is determined that link information is received during train operation, perform the following first operation: calculate the beacon receiving window, delete the next overlapping beacon receiving window, update link data, and set the first beacon receiving window in front of the train as the expected receiving window; determine whether the beacon is received, or exceeds the expected receiving window; If it is determined that a beacon is received, calibration is performed (i.e., the current train position is corrected); or, if it is determined that the expected receiving window is exceeded, an exit window process is performed; if it is not determined, the operation flow of "determining whether link information is received during train operation" is returned to; after the above calibration or exit window process is completed, it is continued to be determined whether there is any remaining link information. If there is any remaining link information, the expected receiving window is changed to the next beacon receiving window in the link information; if it is determined that there is no remaining link information, the operation flow of "determining whether link information is received during train operation" is returned to be executed; If it is determined that no link information is received during the operation of the train, the following second operation is performed: determine whether a beacon is received, or whether the expected receiving window is exceeded. If it is determined that a beacon is received, calibration is performed (i.e., the current train position is corrected); or, if it is determined that the expected receiving window is exceeded, an exit window process is performed; if it is not determined, the operation flow of "determining whether link information is received during the operation of the train" is returned to; after performing the above calibration or exit window process, it is continued to be determined whether there is any remaining link information. If there is any remaining link information, the expected receiving window is changed to the next beacon receiving window in the link information; if it is determined that no link information is remaining, the operation flow of "determining whether link information is received during the operation of the train" is returned to be executed.

[0080] The train positioning correction method of the on-board train control equipment provided in the embodiment of the present invention can not only ensure the safe driving of the train, but also greatly improve the processing efficiency of the train positioning correction, and the calibration is performed only when the current conditions meet the correction conditions; furthermore, the train positioning correction method provided in the embodiment of the present invention can accurately calculate and obtain the beacon receiving window range of the expected beacon according to the various configured parameters; in addition, the train positioning correction method provided in the embodiment of the present invention can effectively avoid errors that may occur during the train position correction process by adjusting the receiving window when there is a scenario of overlapping receiving windows.

[0081] In the above-mentioned embodiment, a train positioning correction method of an on-board train control device is provided. Correspondingly, the present invention also provides a train positioning correction device of an on-board train control device. The train positioning correction device of the on-board train control device provided in the embodiment of the present invention can implement the train positioning correction method of the on-board train control device, and the train positioning correction device of the on-board train control device can be implemented by software, hardware, or a combination of software and hardware. For example, the train positioning correction device of the on-board train control device can include integrated or separate functional modules or units to perform the corresponding steps in the above-mentioned methods.

[0082] Please refer to Figure 4 , which shows a schematic diagram of a train positioning correction device of a vehicle-mounted train control device provided by some embodiments of the present invention. Since the device embodiment is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment. The device embodiment described below is only illustrative.

[0083] like Figure 4 As shown, the train positioning correction device 400 of the on-board train control equipment may include: The first acquisition module 401 is used to acquire the line data ahead of the current running line of the target train, and the line data carries the link information of the beacon; The second acquisition module 402 is used to acquire the train front position of the target train and the expected beacon receiving window of the expected beacon in the link information, the expected beacon being the first beacon in front of the target train, and determine the first beacon in front of the target train according to the position of the train front of the target train in the line data when the link information is acquired; A determination module 403 is used to determine, for the expected beacon, a receiving window range of the expected beacon in the line data based on multiple parameters used to calculate the receiving window range of the expected beacon, where the receiving window range is determined by a receiving window start point and a receiving window end point of the expected beacon in the line data; A judgment module 404 is used to judge whether the current condition meets the correction condition for correcting the train position of the target train based on the front position of the train and the expected beacon receiving window; The correction module 405 is used to correct the train position of the target train when the current condition meets the correction condition.

[0084] In some implementations of the embodiments of the present invention, the correction condition includes: receiving the link information of the expected beacon at the current moment, and at the current moment, the position of the front end of the train in the line data is between the start point and the end point of the receiving window.

[0085] In some implementations of the embodiments of the present invention, the train positioning correction device 400 of the on-board train control device may further include: The first processing module (in Figure 4 ), specifically used for: When receiving the link information of the expected beacon, it is determined that the position of the front end of the train in the line data is smaller than the starting point of the receiving window, and the train positioning of the on-board train control equipment is not corrected; Set the next beacon in front of the train of the same type as the first beacon as the new expected beacon.

[0086] In some implementations of the embodiments of the present invention, the train positioning correction device 400 of the on-board train control device may further include: The second processing module (in Figure 4 ), specifically used for: When receiving the link information of the expected beacon, it is judged that the position of the front end of the train in the line data is greater than the end point of the receiving window, and the train positioning of the on-board train control equipment is not corrected; Set the next beacon in front of the train of the same type as the first beacon as the new expected beacon.

[0087] In some implementations of the embodiments of the present invention, the correction module 405 is specifically used to: Determine train position offset; Obtaining the train position offset and the expected beacon basic receiving window fixed value corresponding to the expected beacon; When the train position offset is greater than the expected beacon basic receiving window fixed value, the current train position of the target train is corrected according to the train position offset to obtain a corrected train position.

[0088] In some implementations of the embodiments of the present invention, the correction module 405 is specifically used to: Get the current system time, the current train position of the target train, and the beacon reception delay; Based on the current system time, the current train position of the target train and the beacon reception delay, the current system time when the target train passes the expected beacon is calculated and obtained; Find the current train position when the target train passes the expected beacon in the recorded data including different system times and different train positions of the on-board train control equipment; Get the expected beacon position; Based on the expected beacon position and the current train position, a train position offset is determined.

[0089] In some implementations of the embodiments of the present invention, the determination module 403 is specifically used to: Acquire multiple parameters, the multiple parameters at least include: associated parameters related to the expected beacon, the current train speed of the target train, and the length of the confidence interval of the current train front position of the target train, and the associated parameters related to the expected beacon at least include: a beacon installation error of the expected beacon, a beacon reception delay of the expected beacon, a beacon reception window maximum value of the expected beacon, a beacon basic reception window fixed value of the expected beacon, and a position of the expected beacon in the line data; Calculate and obtain the receiving window radius of the desired beacon according to the first expression and the maximum value of the beacon receiving window of the desired beacon, the fixed value of the beacon basic receiving window of the desired beacon, the beacon installation error of the desired beacon, and the length of the confidence interval of the current train front position of the target train in the multiple parameters; Calculate and obtain the receiving window center position of the desired beacon according to the second expression and the position of the desired beacon in the line data, the beacon reception delay of the desired beacon, and the current train speed of the target train in the plurality of parameters; Obtaining the receiving window radius of the desired beacon and the receiving window center position of the desired beacon; The receiving window range of the expected beacon in the line data is determined according to the receiving window radius of the expected beacon and the receiving window center position of the expected beacon.

[0090] In some implementations of the embodiments of the present invention, within the range of receivable link information, if the receiving window ranges of two beacons of the same type in front of the train overlap, the receiving window value of the latter beacon is set to the position of the center of the current beacon receiving window in the line data.

[0091] In some embodiments of the embodiments of the present invention, in some embodiments of the embodiments of the present invention, the train positioning correction device 400 of the on-board train control equipment provided by the embodiments of the present invention is based on the same inventive concept and has the same beneficial effect as the train positioning correction method of the on-board train control equipment provided by the aforementioned embodiments of the present invention.

[0092] According to another embodiment, there is also provided a computer-readable storage medium having a computer program stored thereon, which, when executed in a computer, causes the computer to execute a combination of Figure 1 The method described.

[0093] According to another embodiment of the present invention, there is also provided an electronic device, comprising a memory and a processor, wherein the memory stores an executable code, and when the processor executes the executable code, the Figure 1 The method described.

[0094] Those skilled in the art should be aware that in one or more of the above examples, the functions described in the present invention can be implemented by hardware, software, firmware or any combination thereof. When implemented by software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or codes on a computer-readable medium.

[0095] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made on the basis of the technical solution of the present invention should be included in the scope of protection of the present invention.

Claims

1. A train positioning correction method for a train control device on a vehicle, characterized in that: The method comprises: Acquire the line data ahead of the current running line of the target train, wherein the line data carries the link information of the beacon; Acquire the front end position of the target train in the link information and the expected beacon receiving window of the expected beacon, wherein the expected beacon is the first beacon in front of the target train, and determine the first beacon in front of the target train according to the position of the front end of the target train in the line data when the link information is acquired; For the expected beacon, based on a plurality of parameters used to calculate the receiving window range of the expected beacon, determine a receiving window range of the expected beacon in the line data, wherein the receiving window range is determined by a receiving window start point and a receiving window end point of the expected beacon in the line data; Based on the front position of the train and the expected beacon receiving window, it is determined whether the current conditions meet the correction conditions for correcting the train position of the target train, and if the current conditions meet the correction conditions, the train position of the target train is corrected.

2. The train positioning correction method according to claim 1, characterized in that: The correction condition includes: receiving the link information of the expected beacon at the current moment, and at the current moment, the position of the front end of the train in the line data is between the start point and the end point of the receiving window.

3. The train positioning correction method according to claim 1, characterized in that: The method further comprises: When receiving the link information of the expected beacon, determining that the position of the front end of the train in the line data is smaller than the starting point of the receiving window, and not correcting the train positioning of the on-board train control device; The next beacon in front of the train of the same type as the first beacon is set as a new expected beacon.

4. The train positioning correction method according to claim 1, characterized in that: The method further comprises: When receiving the link information of the expected beacon, determining that the position of the front end of the train in the line data is greater than the end point of the receiving window, and not correcting the train positioning of the on-board train control device; The next beacon in front of the train of the same type as the first beacon is set as a new expected beacon.

5. The train positioning correction method according to claim 1, characterized in that: When the current condition meets the correction condition, correcting the train position of the target train includes: Determine train position offset; Obtaining the train position offset and obtaining the expected beacon basic receiving window fixed value corresponding to the expected beacon; In the case where the train position offset is greater than the expected beacon basic receiving window fixed value, the current train position of the target train is corrected according to the train position offset to obtain a corrected train position.

6. The train positioning correction method according to claim 5, characterized in that: The step of determining the train position offset comprises: Get the current system time, the current train position of the target train, and the beacon reception delay; Based on the current system time, the current train position of the target train and the beacon reception delay, calculate and obtain the current system time when the target train passes the expected beacon; Finding the current train position of the target train when it passes the expected beacon in the recorded data including different system times and different train positions of the on-board train control device; Get the expected beacon position; The train position offset is determined based on the expected beacon position and the current train position.

7. The train positioning correction method according to claim 1, characterized in that: The step of determining, for the expected beacon, a receiving window range of the expected beacon in the line data based on a plurality of parameters used to calculate the receiving window range of the expected beacon comprises: Acquire the multiple parameters, the multiple parameters at least including: associated parameters related to the expected beacon, the current train speed of the target train, and the length of the confidence interval of the current train front position of the target train, the associated parameters related to the expected beacon at least including: a beacon installation error of the expected beacon, a beacon reception delay of the expected beacon, a beacon reception window maximum value of the expected beacon, a beacon basic reception window fixed value of the expected beacon, and a position of the expected beacon in the line data; Calculate and obtain the receiving window radius of the desired beacon according to the first expression and the maximum value of the beacon receiving window of the desired beacon, the fixed value of the beacon basic receiving window of the desired beacon, the beacon installation error of the desired beacon, and the length of the confidence interval of the current train front position of the target train in the plurality of parameters; Calculate and obtain the receiving window center position of the desired beacon according to the second expression and the position of the desired beacon in the line data, the beacon reception delay of the desired beacon, and the current train speed of the target train among the plurality of parameters; Obtaining the receiving window radius of the desired beacon and the receiving window center position of the desired beacon; The receiving window range of the expected beacon in the line data is determined according to the receiving window radius of the expected beacon and the receiving window center position of the expected beacon.

8. The train positioning correction method according to claim 1, characterized in that: If the receiving window ranges of two beacons of the same type ahead of the train overlap within the range of receivable link information, the receiving window value of the latter beacon is set to the position of the center of the current beacon receiving window in the line data.

9. A train positioning correction device for a train control device on board, characterized in that: The device comprises: A first acquisition module is used to acquire line data ahead of the current running line of the target train, wherein the line data carries link information of the beacon; a second acquisition module, configured to acquire the train front position of the target train and the expected beacon receiving window of the expected beacon in the link information, wherein the expected beacon is the first beacon in front of the target train, and determine the first beacon in front of the target train according to the position of the train front of the target train in the line data when the link information is acquired; a determination module, configured to determine, for the expected beacon, a receiving window range of the expected beacon in the line data based on a plurality of parameters used to calculate the receiving window range of the expected beacon, wherein the receiving window range is determined by a receiving window start point and a receiving window end point of the expected beacon in the line data; A judgment module, used for judging whether the current condition meets the correction condition for correcting the train position of the target train based on the front position of the train and the expected beacon receiving window; The correction module is used to correct the train position of the target train when the current condition meets the correction condition.

10. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed in a computer, the computer is caused to execute the method according to any one of claims 1 to 8.

11. An electronic device, characterized in that: The method comprises a memory and a processor, wherein the memory stores executable codes, and when the processor executes the executable codes, the method according to any one of claims 1 to 8 is implemented.

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