Shunting automatic driving fusion positioning technology

Abstract

The invention discloses a shunting automatic driving fusion positioning technology, and belongs to the field of railway traffic management. In order to solve the problem that the positioning accuracy is reduced in a shunting scene with more turnouts, the positioning error is minimized by fusing an accelerometer, a speed sensor, a GNSS receiver, an interlocking system, a query host and other sensors and integrating an electronic map, station track relative offset position information and other modes, and the positioning accuracy is improved. And through interaction with a ground control center, a shunting operation list and cache position information are obtained, train joint positioning is participated, and the position information of the parking train is obtained in real time. The method is used in a railway signal and control system, and has the advantages of high precision and high reliability.

Description

Technical Field

[0001] The present invention relates to the field of railway traffic management, and in particular to a shunting and automatic driving fusion positioning method. Background Technology

[0002] In the field of railway traffic management, railway train (or locomotive) positioning refers to the technical system that determines the specific location and direction of the train on the railway line, which is crucial for the safe and efficient operation of railway transportation. Currently, the commonly used train positioning solutions are: odometer method, track occupation or clearance judgment method, Global Navigation Satellite System (GNSS) positioning method, pulse counter method, beacon positioning method, electronic map method, etc.

[0003] To ensure accurate, continuous and available positioning of trains in various complex terrains (such as plains, mountains, tunnels, and cities), multiple sensor resources are usually introduced into GNSS positioning methods to solve the problem of reduced or failed positioning capabilities. By building a reasonable GNSS train combination positioning solution, the observation information of inertial measurement units, wheel speed sensors, radars and other sensors can be efficiently integrated to achieve high-precision positioning of trains. By utilizing the advantages of differences, compatibility and complementarity of each sensor information, multi-sensor information can be integrated to make up for the limitations of the GNSS system in complex terrain and meet the challenges of train positioning.

[0004] Prior art 1: CN118790315A, Multi-source information positioning method and device for wireless shunting locomotive safety protection scenario, October 18, 2024.

[0005] Existing technology 1 uses multi-sensor fusion technology to achieve the switching of GNSS / Strap-down Inertial Navigation System (SINS) combined positioning solution and map matching / SINS fusion positioning solution and generate positioning data. Existing technology 1 automatically switches the shunting positioning solution based on the judgment of the current positioning environment, and uses multi-source sensor information such as locomotive GNSS receivers, inertial sensors, and station electronic maps to achieve continuous and accurate positioning in the safety protection scenario of wireless shunting locomotives in the station.

[0006] Prior art 2: CN113428190B, Train positioning method, device, equipment and medium based on railway electronic map, July 8, 2022.

[0007] The prior art 2 is a train positioning solution based on a railway electronic map. This solution first collects track geographical information, fuses track circuit information, and constructs a railway electronic map; then performs initial train positioning. After that, during the train's movement, it tracks and locates in real time based on the electronic map and turnout states; when the GNSS module fails, it uses speed sensor information for positioning; it can also determine the head and tail positions of the train, and identify sections with poor shunting, achieving a general real-time position autonomous tracking function in both train mode and shunting mode.

[0008] However, in the face of shunting scenarios with many turnouts, the positioning solution switching of the prior art 1 mainly constructs a cost function based on parameters such as the number of satellites and signal quality. However, in areas with complex turnouts, after these parameters are interfered with, the positioning solution switching will not be accurate enough, resulting in positioning deviations. In other words, in areas with many turnouts, the signal interference is large and satellite signals are easily blocked. This method does not fully consider the complex environmental impacts brought by many turnouts. In a complex signal environment, the fusion processing of various sensor data is not fine enough, making it difficult to accurately determine the position of the locomotive. In the positioning solution of the prior art 2, the problems caused by untimely map data updates and limitations of the positioning algorithm are prominent. Due to the frequent changes in turnout states and the lag in railway electronic map data updates, the positioning based on map data cannot reflect the changes in the locomotive position in real time. And in positioning algorithms such as train movement positioning, it relies on track connection relationships and turnout opening states to update track segments. However, in areas with complex turnouts, errors may occur in the judgment of turnout states, resulting in reduced positioning efficiency and poor accuracy.

[0009] The positioning of parked cars on the tracks is related to core aspects such as operation efficiency, safety, and resource allocation. Knowing the position of parked cars on the tracks in real time can optimize the shunting operation plan. The shunting locomotive can quickly find the target vehicle, reducing the search and waiting time, improving the coherence of operations. For example, the pushing path can be planned in advance, which can improve the disintegration and marshalling efficiency and speed up the vehicle turnover. In addition, knowing the position of parked cars on the tracks in real time can also avoid accidents such as collisions between the shunting locomotive and parked cars, and reasonably allocate resources such as locomotives and manpower, avoiding resource idleness or over-concentration, and improving the overall efficiency of railway operations.

[0010] However, the prior art 1 synchronizes the car body positioning through locomotive positioning information, but for parked cars on the tracks, there is no corresponding mechanism to determine their exact positions; the prior art 2 mainly focuses on the train's own positioning and is not designed to determine the positions of parked cars on the tracks.

[0011] Based on the above technical problems existing in the prior art, the present invention proposes a solution that can obtain the position information of parked cars on the tracks in real time for shunting scenarios with many turnouts. Summary of the Invention

[0012] In order to alleviate or partially alleviate the above technical problems, the solution of the present invention is as follows:

[0013] A train positioning method comprises the following steps: an information fusion processing module for obtaining the real-time position of a train receives at least the following information:

[0014] a) Obtain the balise number by querying the host and match it with the station electronic map to obtain the relative track offset position information;

[0015] b) velocity information and displacement information provided by at least an accelerometer and a velocity sensor;

[0016] c) Longitude and latitude information and precision factor information provided by GNSS receiver;

[0017] d) Train track occupancy information provided based on the section occupancy information provided by the interlocking system;

[0018] The information fusion processing module obtains multiple positioning results based on the received information, and selects the positioning result with the smallest error as the real-time position of the train based on the information source error; and the station electronic map is configured with at least some track relative offset position information about the sampling points; in the process of obtaining the positioning result based on the longitude information and latitude information, it includes: according to the mapping point of the longitude information and latitude information in the station electronic map, obtaining the track relative offset position information of the mapping point.

[0019] Furthermore, the sampling points also include the following locations: signal machines, switch points and switches in the station; and the sampling points include the locations of the transponders.

[0020] Furthermore, in the station electronic map, the positions of several sampling points constitute a continuous broken line segment; the track relative offset position information refers to the offset information of a track physical position point relative to the starting point of the track.

[0021] Furthermore, the track relative offset position information of the mapping point is obtained by projecting the mapping point on the continuous broken line segment.

[0022] Furthermore, the real-time position of the train formation is determined based on the shunting operation sheet forwarded by the ground control center and the actual execution of the shunting operation sheet; wherein the forwarded shunting operation sheet comes from the dispatching command system.

[0023] Furthermore, in the process of determining the real-time position of the train formation, it includes: if the train performs the operation of coupling or detaching the reserved car, the train formation information is updated, and the front and / or rear position information of the train formation is updated according to the operation type.

[0024] ​Furthermore, the longitude and latitude information of the reserved car is obtained through positioning equipment, or the distance between the reserved car and the nearest station equipment is manually entered to determine the initial position of the reserved car; or, the position information of the train formation that has performed coupling or uncoupling operations is cached in the ground control center, and the cached position of the train formation is used as the initial position of the reserved car.

[0025] Furthermore, the real-time position of the reserved vehicle is determined based on the shunting operation sheet forwarded by the ground control center; if the reserved vehicle does not participate in the operation in the shunting operation sheet, the real-time position of the reserved vehicle is the initial position information of the reserved vehicle cached by the ground control center.

[0026] Furthermore, if the reserved car participates in the operation in the shunting operation list, the real-time position of the reserved car will be updated after the uncoupling or coupling operation is performed according to the actual execution status of the shunting operation list and the real-time position of the train formation, and the real-time position of the reserved car will be recorded in the memory of the ground control center.

[0027] On the other hand, the present invention also discloses a computer-readable storage medium, which stores a computer program / instruction, and when the computer program / instruction is executed or compiled by a processor, the steps of any of the above methods are implemented.

[0028] The technical solution of the present invention has one or more of the following beneficial technical effects:

[0029] (1) Obtain the best positioning result from multiple positioning results through fusion positioning;

[0030] (2) The positioning of the present invention based on the relative offset position information of the track can obtain better positioning results in shunting scenarios with a large number of turnouts;

[0031] (3) By interacting with the ground control center, the shunting operation list and the location information cached from the memory can be obtained in real time, and the location information of the remaining vehicles on the track can be obtained. A real-time joint positioning system is built to improve the safety and reliability of the overall operation of the railway system.

[0032] In addition, other beneficial effects of the present invention will be mentioned in the specific embodiments. Brief Description of the Figures

[0033] Figure 1 It is a logical block diagram of the relationship between the ground control center and the train formation and the position data of the reserved cars;

[0034] Figure 2 It is a logical block diagram of how the train obtains its real-time position through the fusion of various sensors;

[0035] Figure 3 It is a flow chart that updates the real-time position of train formations during shunting operations. Specific implementation method

[0036] To make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be described clearly and completely in conjunction with the accompanying drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0037] In order to clearly describe the technical solutions of the embodiments of the present invention, in the embodiments of the present invention, the words "first", "second" and the like are used to distinguish the same items or similar items with basically the same functions and effects. Those skilled in the art can understand that the words "first", "second" and the like do not limit the quantity and execution order.

[0038] Terminology explanation:

[0039] Track: refers to the numbered tracks in the railway station, which are used to determine the specific location of the locomotive, including the main line and the arrival and departure track.

[0040] Shunting: In railway transportation production activities, except for the arrival, departure, passing of locomotives at stations and their normal operation within the section, all purposeful movements of locomotives and vehicles belong to shunting operations, which specifically include the dismantling and marshaling of locomotives, uncoupling, transfer, whole yard, transfer, pick-up and delivery of vehicles, as well as the alignment, line switching, entry and exit of locomotives, which cause the displacement of locomotives and vehicles on station lines or other lines. According to the different purposes of shunting, shunting operations can be subdivided into the following categories: dismantling shunting, marshaling shunting, uncoupling shunting, pick-up and delivery shunting, transfer shunting of trains and train groups, shunting of freight cars, shunting of vehicles in the yard, and release of locomotives on station lines.

[0041] Dispatching command system: an information system that provides data such as shunting operation orders and station status information;

[0042] Ground control center: provides necessary input data for locomotive operation, records and stores locomotive operation data and location information, records and stores reserved vehicle location information, etc.

[0043] Train formation: It includes a single locomotive and other connected vehicles. It is not a fixed composition and changes according to the actual operation process.

[0044] Reserved vehicle: refers to the locomotive or train parked on the track, which is a subordinate concept of train or locomotive.

[0045] The real-time position of the reserved car refers to the position information of the reserved car that changes with the operation of the locomotive after the reserved car is coupled to the locomotive. The present invention aims to record the position information of the reserved car in real time during any operation and at any time.

[0046] Interlocking: In railway stations, in order to ensure the safety of locomotives and trains on the route, effectively utilize the lines within the station, and efficiently command driving and shunting, the signals, routes and switches on the routes within the station are mutually constrained. This relationship is called interlocking.

[0047] Interlocking system: equipment installed on each track in the station, mainly used to detect information such as signal lights and switches.

[0048] Relative offset position information of track: refers to the offset information of the physical position point of a track relative to the starting point of the track.

[0049] Figure 1 It is a logical block diagram of the relationship between the ground control center and the train formation and the position data of the reserved cars.

[0050] The train positioning method of the present invention involves the real-time position of the train, the real-time position of the train formation, the real-time position of the reserved car and the initial position of the reserved car. In addition, the present invention will be combined with the ground control center and the dispatching command system to coordinately complete the train positioning goal.

[0051] The dispatching and commanding system of the present invention provides the ground control center with data such as a shunting operation sheet containing at least the operation content and station status information.

[0052] The ground control center in the present invention can forward the shunting operation sheet and / or the station data, and can collect the initial position of the reserved vehicle.

[0053] Figure 2 This is a logic diagram of how the train obtains its real-time position through the fusion of various sensors.

[0054] In the present invention, in order to obtain the real-time position of the train, it can be achieved through multiple sensors (first sensor, second sensor, ..., Nth sensor), a chain system and an electronic map, where N≥2.

[0055] For example, the multiple sensors here include: speed sensor, accelerometer. The speed sensor is a device inherent to the train, which obtains the speed of the train based on pulse statistics. The accelerometer is a device used by the train to obtain the actual running acceleration.

[0056] In addition, the interlocking system is used to collect information such as signal lights and turnouts. The GNSS receiver, for example, is used to receive Beidou satellite differential signals and provide satellite positioning information.

[0057] Furthermore, the query host in the present invention is arranged in the train to receive the data of the transponder. The transponder here can be set at a specific location in the station, such as a key point of the track or station (such as a safety location in front of the warehouse or near the crossing), a location lacking GNSS signals or having poor GNSS signals, and a fork point, especially a location with many forks.

[0058] In addition, the present invention also adopts an electronic map solution, especially a station electronic map. Different from the prior art, the present invention sets sampling points at the signal machine, switch point or switch core, switch, and some non-switch sections in the station, and the station electronic map stores or configures the location information of these sampling points. Preferably, the location information of the sampling points is the track relative offset location information of the sampling points.

[0059] In the electronic map, the positions of several sampling points constitute a continuous broken line segment, each broken line segment has a starting point and an end point, and the starting point of the continuous broken line segment can be the starting point of the track.

[0060] Preferably, the sampling point covers the location of the transponder. For the location of the transponder, the corresponding track relative offset position information of the transponder can also be stored or configured in the station electronic map. For example, the representation of the transponder in the electronic map can be: device number + track relative offset position information of the transponder.

[0061] These sampling points are obtained by mapping the railway lines in the station yard, locating the sampling points through satellites, obtaining the longitude and latitude information of the sampling points, and configuring them in the electronic map. In the electronic map, in addition to directly expressing the positions of these sampling points with longitude and latitude information, the position information of the sampling points is also expressed by using the track relative offset position information of the sampling points mentioned above.

[0062] The track relative offset position information in the present invention refers to the offset information of the physical position point of a track relative to the starting point of the track. Specifically, the coordinates in the electronic map can be projected on each of the continuous broken line segments, and the broken line segment with the closest projection distance is the broken line segment closest to the coordinates. The offset of the projection point of the coordinates on the closest broken line segment from the starting point of the closest broken line segment, plus the sum of the offsets of all broken line segments from the closest broken line segment to the starting point of the track, can be regarded as the track relative offset position information of the coordinates.

[0063] For example, the starting point of a track, its own track relative offset position information is usually considered to be 0. For example, the starting point of the track can be the location of the station equipment (such as signal machine, switch, etc.) closest to the train.

[0064] When the train detects that the GNSS signal strength or reliability and precision factor received by the GNSS receiver meet the requirements, the longitude and latitude information of the train indicated by the GNSS signal is obtained; or / and, when the train passes through the transponder, the equipment number of the transponder passed is obtained, and then according to the electronic map, especially the station electronic map, the obtained train longitude and latitude information or the transponder equipment number is converted into track relative offset position information.

[0065] The specific conversion method can be achieved by executing a specific mapping process in the first train position calculation module. The electronic map stores or is configured with the track relative offset position information of the sampling point and the track relative offset position information of the transponder. The offset information of the longitude and latitude information of the transponder relative to the track starting point can be known or calculated in advance. Therefore, when the train passes the transponder, the corresponding offset information can be directly mapped according to the transponder number, that is, the track relative offset position information of the train at this time. This process can be executed in the first train position calculation module. In this example, the track relative offset position information can be directly obtained, which is more accurate than directly converting according to the longitude and latitude information.

[0066] Finally, the first train position calculation module sends the obtained track relative offset position information to the information fusion processing module.

[0067] When the longitude and latitude information of the train is obtained according to the GNSS signal, the longitude and latitude information of the train obtained according to the GNSS signal can be mapped to the electronic map of the station, and the mapping point can be obtained in the electronic map of the station. The track relative offset position information of the mapping point is obtained by projecting the mapping point on the continuous broken line segment. Since the electronic map, especially the station electronic map, stores or is configured with the track relative offset position information of multiple sampling points and the track relative offset position information of multiple transponders, based on these track relative offset position information and the definition of the track relative offset position information in the present invention, it is easy to obtain the track relative offset position information of the mapping point, that is, the track relative offset position information of the train at this time.

[0068] For example, in GNSS-based positioning, the distance between two positioning points can only be regarded as a straight line or line segment, and the train between the two positioning points can only be estimated or assumed to be a point in the line segment. However, the actual scenario is far more complicated than this simple estimation. The present invention abandons the traditional solution and uses the relative offset position information of the track to describe the position information of the train. In the shunting scenario with many branch tracks, more accurate position information can be provided.

[0069] Furthermore, in one example, the signal received by the GNSS receiver is processed by the data preprocessing module to obtain longitude information and latitude information, and may also have a precision factor, and is further sent to the information fusion processing module. The relative offset position information of the train track can be obtained according to the GNSS signal in the information fusion processing module.

[0070] In addition, the present invention also uses the accelerometer and speed sensor in the traditional technical solution to obtain the acceleration information and speed information of the train respectively, and inputs them into the speed measurement and distance measurement fusion processing module to obtain the speed and displacement information, and sends them to the information fusion processing module for processing.

[0071] In addition, the present invention also adopts the traditional technical solution to output the section occupancy information through the interlocking system to the second train position calculation module, and the second train position calculation module outputs the train track occupancy information to the information fusion processing module.

[0072] Finally, in the information fusion processing module, multiple positioning results are obtained by fusing various sensor information and comparing the errors of information sources, such as the positioning errors of different sensors. Finally, the positioning result with the smallest error at the current moment is selected as the fused positioning result of the train, that is, the real-time position of the train.

[0073] Continue to refer to Figure 1 , for the real-time position of the train formation, the present invention determines it based on the real-time position of the train and the shunting operation sheet forwarded from the ground control center, as well as the actual execution of the shunting operation sheet, wherein the shunting operation sheet includes the operation content.

[0074] For example, after the train is powered on, the driver can input registration information through the driver machine interface unit (Driver Machine Interface, DMI), and the train registers the current train formation information according to the input registration information.

[0075] Based on the aforementioned real-time train position and current train marshaling information, the fusion positioning result of the train marshaling is obtained by combining the two information. Furthermore, after receiving the shunting operation sheet, the train performs the shunting operation according to the operation content in the shunting operation sheet.

[0076] The specific implementation methods of the speed and distance measurement fusion processing module and the data preprocessing module in the present invention are conventional technical means in this field, and the present invention will not be repeated here.

[0077] Figure 3This is a flowchart for updating the real-time position of train formations during shunting operations. First, the real-time position of the train is obtained according to the method described above. Then, after receiving the shunting operation order, it is determined whether the current car coupling has a coupling or uncoupling operation. If not, no operation is performed; if so (i.e., there is a coupling or uncoupling operation), it is determined whether it is a coupling operation, and if so, it is further determined whether the operation has been completed. If so (i.e., the execution has been completed), the coupling in-transit car formation is updated; if not (i.e., the execution has not been completed), no operation is performed.

[0078] On the other hand, if the result of the determination is no when judging whether it is a coupled operation, it is further determined whether the execution has been completed. If so (i.e. the execution has been completed), the in-transit train formation is updated; if not (i.e. the execution has not been completed), no operation is performed.

[0079] Finally, update the train marshaling position based on the operation content and actual execution status in the shunting operation list.

[0080] In other words, the present invention dynamically updates the train formation information according to the actual execution of the shunting operation list, especially the coupling or detaching of the reserved car, and updates the front and / or rear position information of the train formation according to the operation type. The above-mentioned updating of the train formation information and updating of the front and / or rear position information of the train formation can be implemented in the update module.

[0081] Continue to refer to Figure 1 , the present invention divides the initial positions of the reserved vehicles into two types. The first type is the reserved vehicles that have never been involved in shunting operations and the initial positions of such reserved vehicles, and the other type is the reserved vehicles that are involved in shunting operations and actually participate in shunting operations and the initial positions of such reserved vehicles.

[0082] For the first type, the longitude and latitude information of the reserved vehicle can be obtained through external positioning equipment, that is, the positioning device can be used to mark points, or the distance between the reserved vehicle and the nearest station equipment (such as a signal) can be manually entered to determine the initial position of the reserved vehicle.

[0083] For the second type, it can be obtained through historical memory records. Specifically, since this type of retained car has participated in shunting operations, the present invention caches the position information of the train formation that has performed coupling or uncoupling operations in the ground control center, and uses the cached train formation position as the initial position of the retained car.

[0084] With regard to the real-time position of the retained car, the present invention determines it based on the shunting operation sheet forwarded by the ground control center. If the retained car does not participate in the operation in the shunting operation sheet, the position of the retained car remains unchanged, that is, the initial position information of the retained car cached in the memory of the ground control center. If the retained car participates in this shunting operation sheet, for example, the retained car is coupled to one end of the train formation, the real-time position of the retained car can be determined based on the real-time position of the train formation and the real-time position of the train. According to the actual execution of the shunting operation sheet and the real-time position of the train formation, after the uncoupling or coupling operation is performed, the real-time position of the retained car is updated, and the real-time position of the retained car is recorded in the memory, especially in the memory of the ground control center. This process is similar to Figure 3 The implementation method is the same as in , so it will not be repeated here. The real-time position of the reserved vehicle here is the relative offset position information of the reserved vehicle.

[0085] Finally, the present invention also discloses a computer-readable storage medium, which stores a computer program / instruction, and when the computer program / instruction is executed or compiled by a processor, the steps of any of the above methods are implemented.

[0086] In order to better illustrate the present invention, many specific details are given in the above specific embodiments. Those skilled in the art should understand that the present invention can also be implemented without certain specific details. In some examples, methods, means, components and circuits well known to those skilled in the art are not described in detail in order to highlight the main purpose of the present invention.

[0087] The above is only a specific implementation of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A train positioning method, characterized in that: The steps include: The information fusion processing module for obtaining the real-time position of the train receives at least the following information: a) Obtain the balise number by querying the host and matching it with the station electronic map to obtain the relative track offset position information; b) velocity information and displacement information provided by at least an accelerometer and a velocity sensor; c) longitude and latitude information and precision factor information provided by a GNSS receiver; d) Train track occupancy information provided based on the section occupancy information provided by the interlocking system; The information fusion processing module obtains multiple positioning results according to the received information, and selects the positioning result with the smallest error as the real-time position of the train according to the information source error; and The station electronic map is configured with at least some track relative offset position information about sampling points; The process of obtaining the positioning result according to the longitude information and the latitude information includes: obtaining the track relative offset position information of the mapping point according to the mapping point of the longitude information and the latitude information in the station electronic map.

2. The train positioning method according to claim 1, characterized in that: The sampling points also include the following locations: signal machines, switch points and switches in the station; and the sampling points include the locations of the transponders.

3. The train positioning method according to claim 2, characterized in that: In the station electronic map, the positions of several sampling points form a continuous broken line segment; The track relative offset position information refers to the offset information of a track physical position point relative to the starting point of the track.

4. The train positioning method according to claim 3, characterized in that: The track relative offset position information of the mapping point is obtained by projecting the mapping point onto the continuous broken line segment.

5. The train positioning method according to claim 1 or 4, characterized in that: The real-time position of the train formation is determined according to the shunting work order forwarded by the ground control center and the actual execution status of the shunting work order; wherein the forwarded shunting work order comes from the dispatching command system.

6. The train positioning method according to claim 5, characterized in that: The process of determining the real-time position of the train formation includes: if the train executes the operation of coupling or detaching a retained car, the train formation information is updated, and the front and / or rear position information of the train formation is updated according to the operation type.

7. The train positioning method according to claim 6, characterized in that: Obtain the longitude and latitude information of the reserved vehicle through positioning equipment, or manually enter the distance between the reserved vehicle and the nearest station equipment to determine the initial position of the reserved vehicle; or, By caching the position information of the train formation that has performed the coupling or uncoupling operation in the ground control center, the cached position of the train formation is used as the initial position of the retained car.

8. The train positioning method according to claim 7, characterized in that: Determine the real-time location of the reserved vehicle based on the shunting operation sheet forwarded by the ground control center; If the reserved vehicle does not participate in the operation in the shunting operation list, the real-time position of the reserved vehicle is the initial position information of the reserved vehicle cached by the ground control center.

9. The train positioning method according to claim 8, characterized in that: If the retained car participates in the operations in the shunting work order, the real-time position of the retained car will be updated after the uncoupling or coupling operations are performed based on the actual execution status of the shunting work order and the real-time position of the train formation, and the real-time position of the retained car will be recorded in the memory of the ground control center.

10. A computer-readable storage medium having a computer program / instruction stored therein, characterized in that: When the computer program / instruction is executed by a processor or compiled and executed, the steps of the method according to any one of claims 1 to 9 are implemented.

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