A method for quickly establishing positioning of a subway train in a complex turnout area

Abstract

The application discloses a method for quickly establishing positioning of a subway train in a complex turnout area, which comprises the following steps: S1, predicting a track occupation state of the train; S2, checking a track area occupation state in real time; S3, comparing the predicted track occupation state with an actual track occupation state to determine a moving direction of the train, and then establishing positioning; and S4, checking the track occupation state after the positioning is established. The method compares and checks the predicted track occupation state with the actual track occupation state, combines a detected single beacon position and a turnout state, accurately calculates the moving direction of the train in the complex turnout area and the position of the train body, and thus establishes the positioning of the train.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of urban rail transit signal control technology, in particular to a method for quickly establishing positioning of a subway train in a complex turnout area. BACKGROUND

[0002] When a subway train uses beacons for train positioning, the train can determine the position of the antenna by detecting the first positioning beacon, and can determine the direction of train travel after detecting another positioning beacon, thereby establishing the positioning of the train. However, due to the close arrangement of vehicles in the vehicle depot, the complex topology of the track, the dense distribution of turnouts, and the complex electromagnetic environment, false detection of positioning beacons often occurs, leading to failure of train positioning. In severe cases, the two detected positioning beacons are both false detections of beacons on adjacent tracks, causing the train to be incorrectly positioned on the adjacent track, resulting in a safety hazard. If false detection is to be avoided, the beacons on adjacent tracks need to be arranged with increased spacing, which will result in sparse beacon arrangement and delayed positioning of the train during the depot period, making it impossible to apply more automated operation modes and reducing the operational efficiency of the train in the depot.

[0003] Currently, there are several methods for positioning in such complex turnout areas in the vehicle depot:

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

[0005] This method may establish incorrect positioning in the complex turnout area of the vehicle depot due to false detection of a single beacon on an adjacent track or occupation of the track by other vehicles.

[0006] CN110775105B discloses a method and system for monitoring trains in a subway vehicle depot based on UWB, which obtains the head distance information and tail distance information through UWB technology, thereby determining the occupancy range of the target train on the train track.

[0007] This type of method requires the installation of a 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 determines the train position and speed based on the time and number of axles passed by the train through the axle sensor, and then calculates the train position information and train direction information.

[0009] This type of method requires inaccurate positioning, which can only be positioned at the track level. This level of precision positioning cannot be used for higher-level automated operation.

[0010] CN114104040A discloses a train positioning system, which detects the axle instead of the beacon by installing an axle magnetic field sensor on the train to perform positioning.

[0011] The axle magnetic field sensor used in this method has large positioning error, and the positioning accuracy cannot meet the requirements of higher-level automatic operation. New hardware devices need to be added, increasing the cost of subway construction and operation.

[0012] In view of the shortcomings of the above method, a method for quickly establishing positioning of a subway train in a complex turnout area is provided. SUMMARY

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

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

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

[0016] Step S1, predicting the track occupancy of the train;

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

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

[0019] Step S4, verifying the track occupancy state after establishing the positioning.

[0020] Preferably, in step S1, the vehicle-mounted system can obtain the position of the train antenna and the relationship between the antenna and the movement direction based on the detected first beacon position and the wheel rotation direction provided by the odometer, forming two position states of the train position. The two position states move in different directions on the track.

[0021] The vehicle-mounted system calculates the possible track area occupancy of the train in two directions based on the beacon position and the driving distance provided by the odometer, and the two directions are the movement direction a and the movement direction b.

[0022] Preferably, in step S2, after detecting the first beacon, the vehicle-mounted system calculates the predicted track area occupancy of the train in two movement directions in real time.

[0023] If the track area occupation state given by the trackside system is inconsistent with the track area occupation state predicted by the on-board system in both directions of movement, it is determined that the first beacon detected before is the beacon on the adjacent track, and the beacon will not be used for subsequent positioning.

[0024] Preferably, in step S3, after detecting the first beacon, the on-board system determines that the train has moved into a new track area in both directions, and then compares the track occupation state obtained from the trackside system with the track occupation state predicted by the on-board system in each direction of movement, which can be divided into four scenarios as follows:

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

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

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

[0028] The predicted track occupation state in direction b is inconsistent with the track occupation state of the trackside, and the predicted track occupation state in direction a is also inconsistent with the track occupation state of the trackside.

[0029] Preferably, if the predicted track occupation state in direction a is consistent with the track occupation state of the trackside, and the predicted track occupation state in direction b is inconsistent with the track occupation state of the trackside, it is determined that the direction of movement of the train is direction a, and positioning is established.

[0030] Preferably, if the predicted track occupation state in direction b is consistent with the track occupation state of the trackside, and the predicted track occupation state in direction a is inconsistent with the track occupation state of the trackside, it is determined that the direction of movement of the train is direction b, and positioning is established.

[0031] Preferably, if the predicted track occupation state in direction a is consistent with the track occupation state of the trackside, and the predicted track occupation state in direction b is also consistent with the track occupation state of the trackside, it is possible that the track in one direction of movement is occupied by other vehicles, and the direction of movement of the train cannot be determined at this time. In this scenario, nothing is done, and other scenarios are waited for.

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

[0033] Preferably, in the step S4, after the train establishes positioning, the vehicle-mounted system verifies the track area occupation of the train in real time, and if the track area occupation of the train in the positioning is inconsistent with the track area occupation state given by the track side system, it is determined that the positioning is lost and needs to be re-established.

[0034] The present application has the advantages that: the present application accurately calculates the movement direction of the train in the complex turnout area and the position of the train body by comparing and verifying the predicted track occupation state with the actual track occupation state, combining the detected single beacon position and the turnout state, and establishing the positioning of the train; in the complex turnout area, the false positioning caused by the misdetected beacon on the adjacent track can be avoided, the positioning can be quickly established when the positioning beacon is missing, the positioning beacon arrangement density in the dense turnout area of the vehicle depot can be reduced, and the subway construction and maintenance costs can be saved. BRIEF DESCRIPTION OF DRAWINGS

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

[0036] Figure 2 is a four-state diagram of the position of the train after detecting the first positioning beacon in the present application;

[0037] Figure 3 is a two-state diagram of the position of the train when the wheels are rotated to the opposite end of the installation end of the train antenna in the present application;

[0038] Figure 4 is a two-state diagram of the position of the train when the wheels are rotated to the installation end of the train antenna in the present application;

[0039] Figure 5 is a state diagram of the position of the train after detecting the second positioning beacon in the present application;

[0040] Figure 6 is a schematic diagram of the track occupation after detecting the first beacon in the movement direction a of the train in the present application;

[0041] Figure 7 is a schematic diagram of the track occupation after detecting the first beacon in the movement direction b of the train in the present application;

[0042] Figure 8is a schematic diagram of track occupancy predicted by the vehicle-mounted system after the train travels to the new track area after detecting the first beacon in the movement direction a in the present application;

[0043] Figure 9 is a schematic diagram of track occupancy predicted by the vehicle-mounted system after the train travels to the new track area after detecting the first beacon in the movement direction a in the present application;

[0044] Figure 10 is a schematic diagram of track occupancy state a given by the trackside system in the present application;

[0045] Figure 11 is a schematic diagram of track occupancy state b given by the trackside system in the present application. DETAILED DESCRIPTION

[0046] The technical solutions of the present application will be described clearly and completely in combination with the drawings. In the description of the present application, it should be noted that the orientations or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", "third" are only for descriptive purposes and cannot be understood as indicating or implying opposite importance.

[0047] The present application will be further described in combination with the drawings.

[0048] When the train detects the first positioning beacon, the position of the train positioning antenna can be determined, as shown in Figure 2 At this time, the train can have four possible position states.

[0049] In combination 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 is rotating towards the opposite end of the train antenna installation end, it indicates that the train antenna end is located at the tail of the train running direction, otherwise it indicates that the train antenna end is located at the head of the train running direction. After the rotation direction of the wheel is determined, the train will have two possible position states, as shown in Figure 3 is the two possible position states of the train when the wheel is rotating towards the opposite end of the train antenna installation end, Figure 4 is the two possible position states of the train when the wheel is rotating towards the opposite end of the train antenna installation end.

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

[0051] The problem with the dual-beacon positioning method in complex turnout areas of a depot is that positioning beacons are usually not installed on the short tracks between turnouts. This may result in a situation where a train passes through several short tracks between turnouts in succession without being able to detect the positioning beacons and establish positioning.

[0052] However, axle counting devices are installed on these short tracks, and positioning can be established more quickly in these areas by observing the track occupancy status; therefore, a method for subway trains to quickly establish positioning in complex junction areas is provided.

[0053] like Figure 1 As shown, a method for rapidly establishing a subway train's location in complex junction areas includes:

[0054] Step S1: Predict the occupancy of train tracks.

[0055] In this embodiment, the on-board system can determine the position of the train antenna and the relationship between the antenna end and the direction of movement based on the detected first beacon position and the wheel rotation direction provided by the odometer, thus forming two position states of the train. These two position states have different directions of movement on the track.

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

[0057] Step S2: Real-time verification of track area occupancy status.

[0058] In this embodiment, after the first beacon is detected, the on-board system calculates and predicts the occupancy of the train track area in two directions of movement in real time. If the track area occupancy predicted by the on-board 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 earlier is a beacon on a nearby track, and the beacon will not be used for subsequent positioning.

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

[0060] After the train continues to move, the onboard system provides the distance traveled based on the beacon position, the odometer, and the turnout status provided by the trackside system. It can calculate and predict the possible occupancy of the tracks by the train in both directions.

[0061] Step S3: Compare the predicted and actual track occupancy status to determine the train's direction of movement, and then establish its location.

[0062] In an embodiment, after detecting the first beacon, the vehicle system determines that the train has moved into a new track area in both directions, and then the vehicle system compares the track occupancy state obtained from the wayside system with the track occupancy state predicted by the vehicle system in each direction of movement.

[0063] For example, after the train has traveled a distance after detecting the first beacon, the vehicle system predicts that in direction a, the train should occupy track areas F, E, A, B and C, and track area D should be unoccupied, as shown in Figure 8 For example, after the train has traveled a distance after detecting the first beacon, the vehicle system predicts that in direction a, the train should occupy track areas F, E, A, B and C, and track area D should be unoccupied, as shown in Figure 9

[0064] The vehicle system compares the track occupancy state obtained from the wayside system with the track occupancy state predicted by the vehicle system in each direction of movement, which can be divided into four scenarios, as follows:

[0065] Scenario one: the predicted track occupancy state in direction a is consistent with the track occupancy state of the wayside, and the predicted track occupancy state in direction b is inconsistent with the track occupancy state of the wayside.

[0066] Scenario two: the predicted track occupancy state in direction b is consistent with the track occupancy state of the wayside, and the predicted track occupancy state in direction a is inconsistent with the track occupancy state of the wayside.

[0067] Scenario three: the predicted track occupancy state in direction a is consistent with the track occupancy state of the wayside, and the predicted track occupancy state in direction b is also consistent with the track occupancy state of the wayside.

[0068] Scenario four: the predicted track occupancy state in direction b is inconsistent with the track occupancy state of the wayside, and the predicted track occupancy state in direction a is also inconsistent with the track occupancy state of the wayside.

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

[0070] For example, after the train has traveled a distance after detecting the first beacon, the vehicle system predicts that in direction a, the train should occupy track areas F, E, A, B and C, and track area D should be unoccupied, as shown in Figure 10 ​As shown, the trackside system gives the track area occupation as F, E, A, B, C for the occupation state, and track area D for the non-occupation state; at this time, the trackside gives the track occupation consistent with the predicted track occupation in the movement direction a, and inconsistent with the predicted track occupation in the movement direction b, at this time, the movement direction of the train is determined as the direction a, and the positioning is established.

[0071] In the embodiment, scenario two: if the predicted track occupation in the movement direction b is consistent with the track occupation state of the trackside, and the predicted track occupation in the movement direction a is inconsistent with the track occupation state of the trackside, then the movement direction of the train is determined as the direction b, and the positioning is established.

[0072] As shown below Figure 11 As shown, the trackside system gives the track area occupation as A, B, C, D for the occupation state, and track area E, F for the non-occupation state; at this time, the trackside gives the track occupation consistent with the predicted track occupation in the movement direction b, and inconsistent with the predicted track occupation in the movement direction a, at this time, the movement direction of the train is determined as the direction b, and the positioning is established.

[0073] In the embodiment, scenario three: if the predicted track occupation in the movement direction a is consistent with the track occupation state of the trackside, and the predicted track occupation in the movement direction b is also consistent with the track occupation state of the trackside, then it is possible that the track in one movement direction is occupied by other vehicles, at this time, the movement direction of the train cannot be determined, in this scenario, nothing is done, and the occurrence of other scenarios is waited.

[0074] In the embodiment, scenario four: if the predicted track occupation in the movement direction b is inconsistent with the track occupation state of the trackside, and the predicted track occupation in the movement direction a is also inconsistent with the track occupation state of the trackside, then it is determined that the first beacon detected before is the beacon on the adjacent track, and the beacon will not be used for subsequent positioning; the verification and determination thereof are consistent with step S2.

[0075] Step S4, verifying the track occupation state after establishing the positioning.

[0076] In the embodiment, after the train establishes the positioning, the vehicle-mounted system verifies the track area occupation of the train in real time, if the track area occupation of the train in the positioning is inconsistent with the track area occupation state given by the trackside system, then it is determined that the positioning is lost, and the positioning needs to be re-established.

[0077] The above embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the present application; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions recorded in the above embodiments can still be modified, or some or all of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for rapid establishment of positioning of a metro train in a complex turnout area, characterized by, The application relates to a method for determining the moving direction of a train, comprising the following steps: S1, predicting the track occupation of the train; S2, checking the track occupation state in real time; S3, comparing the predicted track occupation state with the actual track occupation state to determine the moving direction of the train and then establishing the positioning; S4, checking the track occupation state after the positioning is established; In the step S1, the train-mounted system can obtain the position of the train antenna and the relationship between the end of the antenna and the moving direction according to the detected first beacon position and the wheel rotation direction provided by the odometer, thereby forming two position states of the train position, and the two position states move in different directions on the track; The train-mounted system calculates the possible track area occupation of the train in two directions according to the beacon position and the driving distance provided by the odometer, and the two directions are the moving direction a and the moving direction b; If the predicted track occupation in the moving direction a is consistent with the track occupation state on the track side, and the predicted track occupation in the moving direction b is inconsistent with the track occupation state on the track side, the moving direction of the train is determined as the a direction, and the positioning is established; If the predicted track occupation in the moving direction b is consistent with the track occupation state on the track side, and the predicted track occupation in the moving direction a is inconsistent with the track occupation state on the track side, the moving direction of the train is determined as the b direction, and the positioning is established; If the predicted track occupation in the moving direction a is consistent with the track occupation state on the track side, and the predicted track occupation in the moving direction b is also consistent with the track occupation state on the track side, the track in one moving direction may be occupied by other vehicles, so that the moving direction of the train cannot be determined, and in this case, nothing is done, and other scenes are waited for. If the predicted track occupation in the moving direction b is inconsistent with the track occupation state on the track side, and the predicted track occupation in the moving direction a is also inconsistent with the track occupation state on the track side, it is determined that the first detected beacon is a beacon on the adjacent track, and the beacon will not be used for subsequent positioning.

2. The method for rapid positioning of a metro train in a complex turnout area according to claim 1, characterized in that, In the step S2, after the first beacon is detected, the train-mounted system calculates the predicted track area occupation of the train in two moving directions in real time; If the track area occupation predicted by the train-mounted system in the two moving directions is inconsistent with the track area occupation state given by the trackside system, it is determined that the first detected beacon is a beacon on the adjacent track, and the beacon will not be used for subsequent positioning.

3. The method of claim 1, wherein, In the step S4, after the positioning of the train is established, the train-mounted system checks the track area occupation of the train in real time, and if the track area occupation in the positioning of the train is inconsistent with the track area occupation state given by the trackside system, it is determined that the positioning is lost, and the positioning needs to be re-established.

Images