Method for quickly establishing and positioning subway train in complex bifurcation area

Abstract

The invention discloses a method for quickly establishing and positioning a subway train in a complex bifurcation area. The method comprises the following steps: S1, predicting a train track occupation condition; s2, checking the occupation state of the track area in real time; s3, comparing the predicted track occupation state with the actual track occupation state to judge the movement direction of the train so as to establish positioning; and S4, establishing a track occupancy state after positioning. According to the method, the movement direction of the train in the complex turnout area and the position of the train body are accurately calculated by comparing and checking the predicted and actual track occupation states and combining the detected position of the single beacon and the turnout state, so that the positioning of the train is established.

Description

Technical Field

[0001] The invention relates to the technical field of urban rail transit signal control, and in particular to a method for quickly establishing a positioning of a subway train in a complex switch area. Background Art

[0002] When subway trains use beacons to locate trains, the train can determine the position of the antenna after detecting the first positioning beacon, and the train can determine the direction of travel after detecting another positioning beacon, thus establishing the train's location. However, due to the close arrangement of vehicles in the depot, complex track topology, dense distribution of switches and complex electromagnetic environment, misdetection of positioning beacons often occurs, resulting in failure of train positioning. In severe cases, the two positioning beacons detected are both misdetected as beacons on adjacent tracks, causing the train to be mistakenly located on adjacent tracks, posing a safety hazard. If misdetection is to be avoided, beacons on adjacent tracks need to be arranged at larger intervals, which will result in sparse beacon arrangement, untimely positioning of trains during their stay in the depot, and inability to apply a more automatic operation mode, reducing the operating efficiency of trains in the depot.

[0003] At present, there are several methods for positioning in complex switch areas of vehicle depots:

[0004] CN110304112B discloses a method for recovering train positioning and a method for initially establishing train positioning, which determines the position of a train sensor through a single beacon and determines the train direction through changes in track occupancy status, thereby initially establishing train positioning.

[0005] This method may lead to incorrect positioning in complex switch areas of the depot due to false detection of a single beacon on an adjacent track or other vehicles occupying the track.

[0006] CN110775105B discloses a method and system for monitoring trains in a subway depot based on UWB, and obtains the front distance information and the rear distance information through UWB technology, thereby determining the occupied range of the target train on the train running track.

[0007] This type of method requires the deployment of a completely new UWB positioning system, increasing the cost of subway construction and operation.

[0008] CN117208050A discloses a train positioning method, device, equipment and readable storage medium, which judges the train position and speed based on the time and number of axles of the train passing through the axle counting sensor, and then calculates the train position information and train direction information.

[0009] This type of method requires inaccurate positioning and can only be positioned at the track level. This level of positioning accuracy cannot be used for higher-level automated operations.

[0010] CN114104040A discloses a train positioning system, which installs an axle counter magnetic field sensor on the train and performs positioning by detecting the axle counter instead of detecting beacons.

[0011] The axle counting magnetic field sensor used in this method has a large positioning error, and the positioning accuracy cannot meet the requirements of higher-level automated operations. It also requires the addition of new hardware equipment, which increases the cost of subway construction and operation.

[0012] In view of the shortcomings of the above methods, a method for quickly establishing positioning of subway trains in complex switch areas is provided. Summary of the invention

[0013] The purpose of the present invention is to overcome the existing defects and provide a method for quickly establishing positioning of a subway train in a complex switch area. By comparing and verifying the predicted and actual track occupancy states, combined with the detected single beacon position and switch state, the movement direction of the train and the position of the car body in the complex switch area are accurately calculated, thereby establishing the positioning of the train.

[0014] The technical solution to achieve the above purpose is:

[0015] A method for quickly establishing positioning of a subway train in a complex switch area, comprising:

[0016] Step S1, predicting train track occupancy;

[0017] Step S2, real-time verification of track area occupancy status;

[0018] Step S3, comparing the predicted and actual track occupancy states to determine the train movement direction, and then establish positioning;

[0019] Step S4, after establishing the positioning, verify the track occupancy status.

[0020] Preferably, in step S1, the onboard system can obtain the position of the train antenna and the relationship between the end where the antenna is located and the direction of movement according to the first beacon position detected and the wheel rotation direction provided by the odometer, thereby forming two position states of the train position, and the two position states have different directions of movement on the track;

[0021] The onboard system calculates the track area occupancy of possible trains in two directions, namely movement direction a and movement direction b, based on the beacon position and the travel distance provided by the odometer.

[0022] Preferably, in step S2, after the first beacon is detected, the onboard system calculates and predicts the train track area occupancy in two movement directions in real time;

[0023] If the track area occupancy status predicted by the onboard system in both directions of movement is inconsistent with the track area occupancy status given by the trackside system, it is determined that the first beacon detected previously is a beacon on the adjacent track and will not be used for subsequent positioning.

[0024] Preferably, in step S3, after the first beacon is detected, the onboard system determines that the train has moved into a new track area in both directions. The onboard system compares the track occupancy status obtained from the trackside system with the track occupancy status in each direction of movement predicted by the onboard system, which is divided into four scenarios, namely:

[0025] The predicted track occupancy in the direction of movement a is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the direction of movement b is inconsistent with the track occupancy status of the trackside;

[0026] The predicted track occupancy in the direction of movement b is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the direction of movement a is inconsistent with the track occupancy status of the trackside;

[0027] The predicted track occupancy in the direction of movement a is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the direction of movement b is also consistent with the track occupancy status of the trackside;

[0028] The predicted track occupancy in the direction of movement b is inconsistent with the track occupancy status beside the track, and the predicted track occupancy in the direction of movement a is also inconsistent with the track occupancy status beside the track.

[0029] Preferably, if the predicted track occupancy in the moving direction a is consistent with the track occupancy status beside the track, and the predicted track occupancy in the moving direction b is inconsistent with the track occupancy status beside the track, the moving direction of the train is determined to be direction a, and positioning is established.

[0030] Preferably, if the predicted track occupancy in the moving direction b is consistent with the track occupancy status beside the track, and the predicted track occupancy in the moving direction a is inconsistent with the track occupancy status beside the track, the moving direction of the train is determined to be direction b, and positioning is established.

[0031] Preferably, if the predicted track occupancy in the moving direction a is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the moving direction b is also consistent with the track occupancy status of the trackside, it is possible that the track in a certain moving direction is occupied by other vehicles. At this time, the moving direction of the train cannot be determined. In this scenario, nothing is done and other scenarios are waited for;

[0032] Preferably, if the predicted track occupancy in the direction of movement b is inconsistent with the track occupancy status beside the track, and the predicted track occupancy in the direction of movement a is also inconsistent with the track occupancy status beside the track, it is determined that the first beacon detected previously is a beacon on the adjacent track, and the beacon will not be used for subsequent positioning.

[0033] Preferably, in step S4, after the train establishes its position, the on-board system verifies the train's track area occupancy status in real time. If the track area occupied by the train is inconsistent with the track area occupancy status given by the trackside system, it is determined that the position is lost and the position needs to be re-established.

[0034] The beneficial effects of the present invention are as follows: the present invention accurately calculates the movement direction of the train and the position of the vehicle body in a complex switch area by comparing and verifying the predicted and actual track occupancy states, combined with the detected single beacon position and switch state, thereby establishing the positioning of the train; in a complex switch area, it is possible to avoid establishing an erroneous positioning due to misdetection of beacons on adjacent tracks, quickly establish positioning when there is a lack of positioning beacons, reduce the arrangement density of positioning beacons in dense switch areas of vehicle depots, and save subway construction and maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a flow chart of a method for quickly establishing positioning of a subway train in a complex switch area according to the present invention;

[0036] Figure 2 These are four state diagrams of the train position after the first positioning beacon is detected in the present invention;

[0037] Figure 3 It is a diagram of two possible positions of the train when the wheels rotate toward the opposite end of the train antenna installation end in the present invention;

[0038] Figure 4 The diagram is a diagram of two possible positions of the train when the wheels rotate toward the train antenna installation end in the present invention;

[0039] Figure 5 After the second positioning beacon is detected in the present invention, the train has only one position state diagram;

[0040] Figure 6 It is a schematic diagram of track occupancy after the train detects the first beacon in the moving direction a in the present invention;

[0041] Figure 7 It is a schematic diagram of track occupancy after the train detects the first beacon in the moving direction b in the present invention;

[0042] Figure 8It is a schematic diagram of the track occupancy predicted by the onboard system after the train detects the first beacon and travels to the new track area in the moving direction a in the present invention;

[0043] Fig. 9 It is a schematic diagram of the track occupancy predicted by the onboard system after the train detects the first beacon and travels to the new track area in the moving direction a in the present invention;

[0044] Fig.10 It is a schematic diagram of track occupancy status a given by the trackside system in the present invention;

[0045] Fig.11 It is a schematic diagram of the track occupancy status b given by the trackside system in the present invention. DETAILED DESCRIPTION

[0046] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0047] The present invention will be further described below in conjunction with the accompanying drawings.

[0048] When the train detects the first positioning beacon, the position of the train positioning antenna can be determined, such as Figure 2 As shown, the train may have four position states at this time.

[0049] Combined with the wheel rotation direction given by the odometer, the relationship between the positioning antenna installation end and the train movement direction can be determined. If the wheel rotates toward the opposite end of the train antenna installation end, it means that the train antenna end is located at the rear of the train in the direction of train movement. Otherwise, it means that the train antenna end is located at the front of the train in the direction of train movement. After the wheel rotation direction is determined, the train may have two position states, such as Figure 3 When the wheels rotate toward the opposite end of the train antenna installation end, there are two possible positions of the train, such as Figure 4 There are two possible positions of the train when the wheels rotate toward the antenna installation end of the train.

[0050] When the train detects the second positioning beacon, the train can only have one position state, so the train positioning can be established, such as Figure 5 shown.

[0051] The problem faced by the dual-beacon positioning method in complex switch areas of vehicle depots is that positioning beacons are usually not installed on the shorter tracks between switchouts, which may cause the train to pass through several short tracks between switchouts in succession without being able to detect the positioning beacon to establish positioning.

[0052] However, axle counting devices are arranged on these short tracks, and positioning can be established more quickly in these areas through the track occupancy status; therefore, a method for quickly establishing positioning of subway trains in complex switch areas is provided.

[0053] like Figure 1 As shown, a method for quickly establishing positioning of a subway train in a complex switch area includes:

[0054] Step S1, predicting train track occupancy.

[0055] In the embodiment, the onboard system can obtain the position of the train antenna and the relationship between the end where the antenna is located and the direction of movement according to the first beacon position detected and the wheel rotation direction provided by the odometer, thereby forming two position states of the train position, and the two position states have different movement directions on the track;

[0056] The onboard system calculates the track area occupancy of possible trains in two directions, namely movement direction a and movement direction b, based on the beacon position and the travel distance provided by the odometer.

[0057] Step S2: verify the track area occupancy status in real time.

[0058] In the embodiment, after the first beacon is detected, the on-board system calculates and predicts in real time the train track area occupancy status in the two directions of movement; if the track area occupancy status predicted by the on-board system in the two directions of movement is inconsistent with the track area occupancy status given by the trackside system, it is determined that the first beacon detected previously is a beacon on the adjacent track, and the beacon will not be used for subsequent positioning.

[0059] as follows Figure 6 and Figure 7 ,After the first beacon is detected, when the wheels rotate toward the end where the antenna is located, in the movement direction a, it can be predicted that the train occupies the track areas A, B, C and D. In the movement direction b, it can be predicted that the train occupies the track areas B, A, E and F.

[0060] As the train continues to move, the onboard system can calculate and predict the possible train occupancy on the track in both directions based on the beacon position, the moving distance given by the odometer and the switch status given by the trackside system.

[0061] Step S3, comparing the predicted and actual track occupancy status to determine the train movement direction, and then establish positioning.

[0062] In an embodiment, after the first beacon is detected, when the onboard system determines that the train has moved into a new track area in both directions, the onboard system will compare the track occupancy status obtained from the trackside system with the track occupancy status in each direction of movement predicted by the onboard system.

[0063] For example, after the train has traveled a certain distance after detecting the first beacon, the onboard system predicts that the train should occupy track areas F, E, A, B and C in direction a, and track area D should be unoccupied, such as Figure 8 As shown; the on-board system predicts that the train should occupy track areas D, C, B and A in direction b, and track areas E and F should be unoccupied, as shown Fig. 9 shown.

[0064] The onboard system will compare the track occupancy status obtained from the trackside system with the track occupancy status in each direction of movement predicted by the onboard system, which is divided into four scenarios:

[0065] Scenario 1: The predicted track occupancy in the moving direction a is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the moving direction b is inconsistent with the track occupancy status of the trackside;

[0066] Scenario 2: The predicted track occupancy in the moving direction b is consistent with the track occupancy status beside the track, and the predicted track occupancy in the moving direction a is inconsistent with the track occupancy status beside the track;

[0067] Scenario 3: The predicted track occupancy in the moving direction a is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the moving direction b is also consistent with the track occupancy status of the trackside;

[0068] Scenario 4: The predicted track occupancy in the moving direction b is inconsistent with the track occupancy status beside the track, and the predicted track occupancy in the moving direction a is also inconsistent with the track occupancy status beside the track.

[0069] In the embodiment, scenario one: if the predicted track occupancy in the moving direction a is consistent with the track occupancy status beside the track, and the predicted track occupancy in the moving direction b is inconsistent with the track occupancy status beside the track, then the moving direction of the train is determined to be direction a, and positioning is established.

[0070] like Fig.10As shown, the track area occupancy status given by the trackside system is F, E, A, B, and C are occupied, and the track area D is unoccupied. At this time, the track occupancy status given by the trackside is consistent with the predicted track occupancy status in the moving direction a, but inconsistent with the predicted track occupancy status in the moving direction b. At this time, it is determined that the moving direction of the train is direction a, and positioning is established.

[0071] In the embodiment, scenario two: if the predicted track occupancy in the moving direction b is consistent with the track occupancy status beside the track, and the predicted track occupancy in the moving direction a is inconsistent with the track occupancy status beside the track, then the moving direction of the train is determined to be direction b, and positioning is established.

[0072] as follows Fig.11 As shown, the track area occupancy status given by the trackside system is A, B, C, and D are occupied, and the track areas E and F are unoccupied. At this time, the track occupancy status given by the trackside is consistent with the predicted track occupancy status in the movement direction b, but inconsistent with the predicted track occupancy status in the movement direction a. At this time, it is determined that the movement direction of the train is direction b, and positioning is established.

[0073] In the embodiment, scenario three: if the predicted track occupancy in the direction of movement a is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the direction of movement b is also consistent with the track occupancy status of the trackside, it is possible that the track in a certain direction of movement is occupied by other vehicles. At this time, the direction of movement of the train cannot be determined. In this scenario, nothing is done and wait for other scenarios to occur.

[0074] In the embodiment, scenario four: if the predicted track occupancy in the direction of movement b is inconsistent with the track occupancy status beside the track, and the predicted track occupancy in the direction of movement a is also inconsistent with the track occupancy status beside the track, then it is determined that the first beacon detected previously is a beacon on the adjacent track, and the beacon will not be used for subsequent positioning; its verification judgment is consistent with step S2.

[0075] Step S4, after establishing the positioning, verify the track occupancy status.

[0076] In the embodiment, after the train establishes its position, the onboard system verifies the train's track area occupancy status in real time. If the track area occupied by the train is inconsistent with the track area occupancy status given by the trackside system, it is determined that the position is lost and the position needs to be re-established.

[0077] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions described in the above embodiments may still be modified, or some or all of the technical features may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for quickly establishing positioning of a subway train in a complex switch area, characterized in that: include: Step S1, predicting train track occupancy; Step S2, real-time verification of track area occupancy status; Step S3, comparing the predicted and actual track occupancy states to determine the train movement direction, and then establish positioning; Step S4, after establishing the positioning, verify the track occupancy status.

2. A method for quickly establishing positioning of a subway train in a complex switch area according to claim 1, characterized in that: In step S1, the onboard system can obtain the position of the train antenna and the relationship between the end where the antenna is located and the direction of movement according to the first beacon position detected and the wheel rotation direction provided by the odometer, thereby forming two position states of the train position, and the two position states have different movement directions on the track; The onboard system calculates the track area occupancy of possible trains in two directions, namely movement direction a and movement direction b, based on the beacon position and the travel distance provided by the odometer.

3. A method for quickly establishing positioning of a subway train in a complex switch area according to claim 2, characterized in that: In step S2, after the first beacon is detected, the onboard system calculates and predicts the train track area occupancy in two movement directions in real time; If the track area occupancy status predicted by the onboard system in both directions of movement is inconsistent with the track area occupancy status given by the trackside system, it is determined that the first beacon detected previously is a beacon on the adjacent track and will not be used for subsequent positioning.

4. A method for quickly establishing positioning of a subway train in a complex switch area according to claim 3, characterized in that: In step S3, after the first beacon is detected, the onboard system determines that the train has moved into a new track area in both directions. The onboard system compares the track occupancy status obtained from the trackside system with the track occupancy status in each direction of movement predicted by the onboard system, which is divided into four scenarios, namely: The predicted track occupancy in the direction of movement a is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the direction of movement b is inconsistent with the track occupancy status of the trackside; The predicted track occupancy in the direction of movement b is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the direction of movement a is inconsistent with the track occupancy status of the trackside; The predicted track occupancy in the direction of movement a is consistent with the track occupancy status of the trackside, and the predicted track occupancy in the direction of movement b is also consistent with the track occupancy status of the trackside; The predicted track occupancy in the direction of movement b is inconsistent with the track occupancy status beside the track, and the predicted track occupancy in the direction of movement a is also inconsistent with the track occupancy status beside the track.

5. A method for quickly establishing positioning of a subway train in a complex switch area according to claim 4, characterized in that: If the predicted track occupancy in the moving direction a is consistent with the track occupancy status beside the track, and the predicted track occupancy in the moving direction b is inconsistent with the track occupancy status beside the track, then the moving direction of the train is determined to be direction a and positioning is established.

6. A method for quickly establishing positioning of a subway train in a complex switch area according to claim 4, characterized in that: If the predicted track occupancy in the moving direction b is consistent with the track occupancy status beside the track, and the predicted track occupancy in the moving direction a is inconsistent with the track occupancy status beside the track, then the moving direction of the train is determined to be direction b, and positioning is established.

7. A method for quickly establishing positioning of a subway train in a complex switch area according to claim 4, characterized in that: If the predicted track occupancy in direction of movement a is consistent with the track occupancy status beside the track, and the predicted track occupancy in direction of movement b is also consistent with the track occupancy status beside the track, it is possible that the track in one direction of movement is occupied by other vehicles. At this time, the direction of movement of the train cannot be determined. In this scenario, do nothing and wait for other scenarios to occur.

8. A method for quickly establishing positioning of a subway train in a complex switch area according to claim 4, characterized in that: If the predicted track occupancy in the direction of movement b is inconsistent with the track occupancy status beside the track, and the predicted track occupancy in the direction of movement a is also inconsistent with the track occupancy status beside the track, it is determined that the first beacon detected previously is a beacon on the adjacent track, and the beacon will not be used for subsequent positioning.

9. A method for quickly establishing positioning of a subway train in a complex switch area according to claim 1, characterized in that: In step S4, after the train establishes its position, the onboard system verifies the train track area occupancy status in real time. If the track area occupied by the train is inconsistent with the track area occupancy status given by the trackside system, it is determined that the position is lost and the position needs to be re-established.

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