Fault positioning method, device and equipment based on train-ground communication and medium

Abstract

The invention relates to the technical field of rail transit, and provides a fault positioning method, device and equipment based on train-ground communication, and a medium, and the method comprises the steps: receiving the signal field intensity along the line of a trackside wireless access point in the train-ground communication, and calculating a normal field intensity reference value of the train-ground communication according to the signal field intensity along the line; the real-time signal field intensity of the trackside wireless access point is tested, the error value between the real-time signal field intensity and the normal field intensity reference value is calculated, and whether the train-ground communication is abnormal or not is judged according to the error value; when communication abnormity exists, the relative distance between the train and the trackside wireless access point at any moment is calculated according to the real-time signal field intensity and the signal intensity reference point; calculating a theoretical distance between the train and the signal intensity reference point according to the train position at any moment and the position of the signal intensity reference point; calculating the absolute position of the train according to the theoretical distance and the relative distance, and determining the fault position of the train according to the absolute position. According to the invention, the fault positioning accuracy of the train can be improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a fault location method, device, equipment and medium based on vehicle-ground communication. Background Art

[0002] In the operation of rail transit, the train-to-ground communication system plays an indispensable role. In order to ensure the normal operation of the communication system and the safe and efficient operation of the train, people need to monitor the performance of the train-to-ground communication system in real time. However, the existence of some interference factors will lead to problems such as low throughput and large delay of the train-to-ground communication system, causing some train-to-ground communication failures. In order to ensure the safe operation of the train, people need to determine the location of the communication failure and troubleshoot it in time.

[0003] The current train-to-ground communication system can only measure the throughput of the communication system, the field strength of the signal, etc. when testing the performance of the communication system, but cannot correspond the field strength and other information to the physical location of the train. Under such testing technology, people cannot use the data of the train-to-ground communication to promptly determine the location of the fault and then eliminate the fault in a timely manner, so the accuracy of locating the fault of the train is low. Summary of the invention

[0004] In view of the above problems, embodiments of the present invention provide a fault location method, apparatus, device and medium based on vehicle-ground communication.

[0005] In a first aspect, an embodiment of the present invention provides a fault location method based on vehicle-ground communication, comprising:

[0006] Receive the signal field strength along the trackside wireless access point in the vehicle-to-ground communication, and calculate the normal field strength reference value of the vehicle-to-ground communication according to the signal field strength along the trackside;

[0007] Testing the real-time signal strength of the trackside wireless access point, calculating the error value between the real-time signal strength and the normal strength reference value, and judging whether there is a communication anomaly in the vehicle-to-ground communication according to the error value;

[0008] When there is a communication anomaly, the relative distance between the train and the trackside wireless access point at any time is calculated based on the real-time signal field strength and the pre-selected signal strength reference point;

[0009] Calculate the theoretical distance between the train and the signal strength reference point according to the train position at any time and the position of the signal strength reference point;

[0010] The absolute position of the train is calculated according to the theoretical distance and the relative distance, and the fault position of the train is determined according to the absolute position.

[0011] According to an embodiment of the present invention, the receiving of the signal field strength along the trackside wireless access point in the vehicle-to-ground communication includes:

[0012] Select any direction as the zero degree of the field strength measurement equipment;

[0013] Determine the field strength receiving angle of the trackside wireless access point according to the zero degree and the preset angle rotation frequency;

[0014] The signal field strength along the track wireless access point in the vehicle-to-ground communication is received according to the field strength receiving angle.

[0015] According to an embodiment of the present invention, the calculating of a normal field strength reference value of vehicle-to-ground communication according to the field strength of the signal along the line includes:

[0016] The rotation angle range of the field strength measurement device is determined according to a preset angle threshold, wherein the rotation angle range is:

[0017] Angles j ∈[α ° -β ° ,α ° +β ° ]

[0018] Among them, Angles j is the jth rotation angle in the rotation angle range corresponding to the field intensity measurement device, α is the first angle, and β is the second angle;

[0019] The normal field strength reference value of vehicle-to-ground communication is calculated according to the signal field strength along the line and the rotation angle range:

[0020]

[0021] Among them, AveRSSI i is the normal field strength reference value of the ith trackside wireless access point, RSSI ij is the signal strength along the line of the ith trackside wireless access point at the jth rotation angle, and n is the number of rotation angles in the rotation angle range.

[0022] According to an embodiment of the present invention, the calculating the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and the pre-selected signal strength reference point includes:

[0023] Obtaining a first signal strength corresponding to a train at any time;

[0024] Extracting a second signal strength corresponding to the signal strength reference point according to the real-time signal field strength;

[0025] Acquire a first distance between the signal strength reference point and the trackside wireless access point;

[0026] Calculate the relative distance between the train and the trackside wireless access point according to the first signal strength, the second signal strength and the first distance:

[0027] PL(d i )=PL(d0)-10*η*log 10 (d i / d0)

[0028] Among them, d i is the relative distance between the train and the ith trackside wireless access point, PL(d i ) is the first signal strength, d0 is the first distance, PL(d0) is the second signal strength, η is the signal attenuation factor, and log is the logarithmic function.

[0029] According to an embodiment of the present invention, the calculating the theoretical distance between the train and the signal strength reference point according to the train position at any time and the position of the signal strength reference point includes:

[0030] The theoretical distance between the train and the signal strength reference point is calculated according to the train position and the position of the signal strength reference point at any time using the following formula:

[0031]

[0032] Among them, d i ′ is the theoretical distance between the i-th signal strength reference point and the train, (x0, y0) is the train position, (x i ,y i ) is the position of the i-th signal strength reference point.

[0033] According to an embodiment of the present invention, the calculating the absolute position of the train according to the theoretical distance and the relative distance includes:

[0034] The error value between the theoretical distance and the relative distance is calculated, wherein the error value calculation formula is:

[0035] ρ i =|d i ′ -d i |

[0036] Among them, ρ i is the error value corresponding to the ith trackside wireless access point, d i ′ is the theoretical distance between the i-th signal strength reference point and the train, d i is the relative distance between the train and the i-th trackside wireless access point;

[0037] Decomposing the error value calculation formula into a first matrix and a second matrix;

[0038] A minimum error expression is generated according to the first matrix and the second matrix, wherein the minimum error expression is:

[0039] X ′ =(A T A) -1 A T B

[0040] Among them, X ′ is the absolute position of the train, A T is the transpose of the first matrix, A is the first matrix, and B is the second matrix;

[0041] The absolute position of the train is calculated according to the minimum error expression.

[0042] According to an embodiment of the present invention, before calculating the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and the pre-selected signal strength reference point, the method further includes:

[0043] Detecting whether the signal strength of the trackside wireless access point can be measured;

[0044] When the signal strength of the trackside wireless access point can be measured, the trackside wireless access point is used as a pre-selected signal strength reference point;

[0045] When the signal strength of the trackside wireless access point cannot be measured, a predetermined reference point position is determined as a signal strength reference point.

[0046] In a second aspect, an embodiment of the present invention provides a fault location device based on vehicle-ground communication, characterized in that it includes:

[0047] A normal field strength reference value calculation module is used to receive the signal field strength along the trackside wireless access point in the vehicle-to-ground communication, and calculate the normal field strength reference value of the vehicle-to-ground communication according to the signal field strength along the line;

[0048] A communication anomaly judgment module is used to test the real-time signal strength of the trackside wireless access point, calculate the error value between the real-time signal strength and the normal strength reference value, and judge whether there is a communication anomaly in the vehicle-to-ground communication according to the error value;

[0049] A relative distance calculation module, used to calculate the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and a pre-selected signal strength reference point when there is a communication anomaly;

[0050] A theoretical distance calculation module, used to calculate the theoretical distance between the train and the signal strength reference point according to the train position and the position of the signal strength reference point at any time;

[0051] The fault position determination module is used to calculate the absolute position of the train according to the theoretical distance and the relative distance, and determine the fault position of the train according to the absolute position.

[0052] In a third aspect, an embodiment of the present invention provides a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the multi-fuel cell system fan control method described in the above aspect.

[0053] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the fault location method based on vehicle-ground communication described in the above aspect.

[0054] Compared with the prior art, the above technical solution of the present invention has the following beneficial effects:

[0055] The embodiment of the present invention installs a field strength measurement device on the train. When the train moves, the received signal field strength of the wireless AP along the line is recorded when the communication system is normal, and the field strength is used as a reference value for the normal communication system; when fault detection is performed, the test equipment on the train is used to measure the signal field strength of the AP, and the tested field strength is compared with the field strength when the communication system is working normally to determine whether communication abnormalities occur, and at the same time, the wireless transmission signal strength of the three APs along the line received by the train at any time is recorded; according to the received wireless signal strength transmitted by the three APs, the relative distance of the train relative to the three APs at any time is obtained by using a wireless signal positioning algorithm; according to the relative distance and the absolute position of the AP, the train position when the fault occurs is obtained, and the position of the train can be determined in a timely and accurate manner to ensure the safe and efficient operation of the train-to-ground communication. Therefore, the fault positioning method, device, equipment and medium based on the train-to-ground communication proposed by the present invention can solve the problem of low accuracy when positioning the train fault. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0057] Figure 1 A working flow chart of a fault location method based on vehicle-ground communication according to Embodiment 1 of the present invention is shown;

[0058] Figure 2 A schematic diagram showing the rotation angle of the measuring device according to the first embodiment of the present invention;

[0059] Figure 3 A schematic diagram showing the location of APs along a track according to the first embodiment of the present invention;

[0060] Figure 4 A schematic diagram showing the signal strength along the track according to the first embodiment of the present invention;

[0061] Figure 5 A schematic diagram showing the train position determination according to the first embodiment of the present invention is shown;

[0062] Figure 6 A schematic diagram showing reference point selection in Embodiment 2 of the present invention is shown;

[0063] Figure 7 A functional module diagram of a fault location device based on vehicle-to-ground communication according to a third embodiment of the present invention is shown;

[0064] Figure 8 A schematic diagram of the structure of an electronic device for implementing the vehicle-ground communication-based fault location method according to Embodiment 4 of the present invention is shown. DETAILED DESCRIPTION

[0065] The present disclosure is further described below in conjunction with the embodiments shown in the accompanying drawings.

[0066] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0067] The present invention proposes a fault location method based on vehicle-to-ground communication based on rail transit technology. Based on the signal field strength theory, combined with the wireless positioning algorithm and the AP layout diagram along the track, the actual position is calculated and listed to realize the location of train faults in vehicle-to-ground communication. Compared with traditional methods, the fault location technology based on vehicle-to-ground communication is more efficient and reduces human subjectivity, and has great potential and application prospects in rail transit interpretation applications.

[0068] Embodiment 1

[0069] like Figure 1 As shown, the present invention proposes a fault location method based on vehicle-ground communication, comprising the following steps:

[0070] S1. Receive the signal field strength along the trackside wireless access point in the vehicle-to-ground communication, and calculate the normal field strength reference value of the vehicle-to-ground communication according to the signal field strength along the track.

[0071] In an embodiment of the present invention, the signal field strength along the line refers to the signal strength measured while a field strength measuring device is installed on a train and the train runs along the subway line. In order to eliminate the field strength caused by the running direction of the train, the measuring device is rotated to measure a series of array data about the orientation.

[0072] In the embodiment of the present invention, the receiving signal field strength along the trackside wireless access point in the vehicle-to-ground communication includes:

[0073] Select any direction as the zero degree of the field strength measurement equipment;

[0074] Determine the field strength receiving angle of the trackside wireless access point according to the zero degree and the preset angle rotation frequency;

[0075] The signal field strength along the track wireless access point in the vehicle-to-ground communication is received according to the field strength receiving angle.

[0076] In detail, any direction is selected as the zero degree of the field strength measurement device, and the direction corresponding to zero degree is just a reference system. This direction is usually used as a reference to determine the field strength measurement values ​​in other directions. Then, according to the zero degree direction and the preset angle rotation frequency, the angle of the field strength measurement device is adjusted. Then, a value can be selected every 1 degree or every 2 degrees. The angle rotation frequency can be customized, so that the signal field strength along the trackside wireless access point is measured by the field strength measurement device at each field strength receiving angle, and the signal field strength along the line at each field strength receiving angle is recorded. For example, if there are 3 trackside wireless access points, the array data of a series of orientations of the trackside wireless access points measured is (Angles j ,RSSI 1j ,RSSI 2j ,RSSI 3j ), where Angles j is the jth rotation angle, RSSI ij Signal strength along the line of the ith trackside wireless access point at the jth rotation angle.

[0077] Specifically, Figure 2 As shown in FIG. 1 , it is a schematic diagram of the rotation angle of the measuring device. A train is running on the track, and its wireless access point or signal strength measuring device is AP2. The physical position of the trackside wireless AP is AP1. The signal strength RSSI has a directional orientation. For example, at the same position, if the measuring device is fixed in a certain direction, the strengths measured by the up and down trains will be different. Therefore, by rotating to eliminate the strength inconsistency, you can arbitrarily select a direction as the zero degree of the measuring device. Assuming that AP1 is the trackside AP above the train measuring device AP2, you can roughly select the following: Figure 2 By averaging the angle measurements shown, the errors can be appropriately eliminated and the results are more accurate.

[0078] Furthermore, equipment for testing the field strength along the line is installed on the train. As the train moves, the received signal field strength along the line of the associated trackside wireless access point is recorded. In order to detect the specific location of the train failure, it is necessary to record the normal field strength reference value of the communication system, and then determine whether there is a communication abnormality during the train-ground communication process based on the field strength reference value.

[0079] In the embodiment of the present invention, the normal field strength reference value refers to recording the received signal field strength along the line of the trackside wireless access point associated with the communication system when the communication system is normal as the train moves, and the recorded field strength is the normal reference value of the communication system.

[0080] In the embodiment of the present invention, the calculating of the normal field strength reference value of vehicle-to-ground communication according to the field strength of the signal along the line includes:

[0081] The rotation angle range of the field strength measurement device is determined according to a preset angle threshold, wherein the rotation angle range is:

[0082] Angles j ∈[α ° -β ° ,α ° +β ° ]

[0083] Among them, Angles j is the jth rotation angle in the rotation angle range corresponding to the field intensity measurement device, α is the first angle, and β is the second angle;

[0084] The normal field strength reference value of vehicle-to-ground communication is calculated according to the signal field strength along the line and the rotation angle range:

[0085]

[0086] Among them, AveRSSI i is the normal field strength reference value of the ith trackside wireless access point, RSSI ij is the signal strength along the line of the ith trackside wireless access point at the jth rotation angle, and n is the number of rotation angles in the rotation angle range.

[0087] In detail, the average signal strength within a certain range can be used as the RSSI (Received Signal Strength Indication) measurement value according to the first angle α and the second angle β, so that the rotation angle range Angles of the field strength measurement device can be determined according to the angle threshold corresponding to the first angle and the angle threshold corresponding to the second angle. j , then Angles j ∈[α ° -β° ,α ° +β ° ] means taking α ° The average signal strength within a certain range around the angle is used as the RSSI measurement value. That is, if a more accurate average value is required, a value can be measured every 1 degree; if the requirement is not high, it can be measured every 2 degrees or according to the actual situation, which is similar to the sampling frequency. The more values ​​measured, the more accurate it is.

[0088] Specifically, by collecting the signal field strengths of different trackside wireless access points, the signal field strength of the same trackside wireless access point is measured multiple times and the average is taken as the reference value, that is, the field strength measurement equipment continuously measures the received signal field strength of the associated trackside wireless access point, measures the normal communication data multiple times, and takes the average as the reference value, thereby obtaining the normal field strength reference value for vehicle-ground communication.

[0089] Furthermore, during fault detection, the field strength testing equipment on the train is used to test the signal field strength of the AP associated with the trackside, and then the measured signal field strength is compared with the calculated normal field strength reference value to determine whether there is a communication abnormality in the train-to-ground communication.

[0090] S2. Test the real-time signal strength of the trackside wireless access point, calculate the error value between the real-time signal strength and the normal strength reference value, and determine whether there is a communication anomaly in the vehicle-to-ground communication according to the error value.

[0091] In the embodiment of the present invention, the real-time signal field strength refers to the train running along the track, using the on-board field strength measurement equipment to continuously measure the wireless transmission signal strength of different wireless access points along the track and the location information of different wireless access points in real time, such as Figure 3 The figure shows the location of APs along the track. During the movement of the track trolley, the on-board signal strength and communication performance test equipment continuously measures the signal strength of the trackside wireless access points at regular intervals, and records the signal strength and the location information of the track trolley. Based on the AP location information along the track, the real-time signal field strength of the trackside wireless access points can be tested.

[0092] In the embodiment of the present invention, the calculating the error value between the real-time signal field strength and the normal field strength reference value includes:

[0093] Extract the real-time signal strength and normal strength reference value corresponding to each trackside wireless access point;

[0094] The error value between the real-time signal field strength corresponding to each trackside wireless access point and the normal field strength reference value is calculated.

[0095] In detail, the real-time signal field strength corresponding to each trackside wireless access point is compared with the normal field strength reference value, that is, the real-time signal field strength corresponding to each trackside wireless access point is subtracted from the normal field strength reference value under normal communication conditions, and the error value corresponding to each trackside wireless access point can be obtained. If there are 3 trackside wireless access points, the error value between the real-time signal field strength corresponding to the 3 trackside wireless access points and the normal field strength reference value can be obtained, that is, there are 3 error values ​​corresponding to the 3 trackside wireless access points.

[0096] Specifically, based on the comparison between the tested ground field strength and the field strength when the communication system is working normally, and based on the error value between the two, it is determined whether communication abnormality occurs. If the difference between the two is too large, it is determined that there is a communication system failure, and the train position needs to be determined. That is, when the error value is less than the preset error threshold, the train-ground communication is determined to be normal; when the error value is greater than or equal to the preset error threshold, the train-ground communication is determined to be abnormal. When the train communication is abnormal, the train position needs to be determined.

[0097] Furthermore, if Figure 4 As shown in the figure, it is a schematic diagram of the signal strength along the track. During the running of the track trolley, the on-board signal strength and communication performance test equipment continuously measures the signal strength of the wireless access point on the track at regular intervals, and records the signal strength and the position information of the track trolley. The average value of multiple measurements is taken as the reference value of the signal strength. The Refer in the figure gives the reference value of the signal strength along the track, and is listed in When running on the track, the on-board equipment measures the performance of the wireless communication system and the signal strength of the wireless access point on the track at regular intervals, and records the communication performance information and signal strength information of the train as the data source for fault location. The Real in the figure is the true value of the signal strength along the track measured by the train, and the Error in the figure indicates the place where the error is large, that is, the signal strength value measured at a certain distance from the initial end is -47dBm, and the reference value of the signal strength at this point is -43dBm, that is, some points of the curve fall outside the reference value, which means that a fault may occur at the position of this point, and there is a communication system fault at this running distance, and the location of the train communication system fault needs to be determined based on the abnormal data.

[0098] Furthermore, when there is a communication anomaly on the train, the specific position of the train will be located. When locating the fault position of the train, the relative distance between the train and the trackside wireless access point is determined based on the measured signal field strength combined with the wireless positioning algorithm and the AP layout diagram along the track.

[0099] S3. When there is a communication anomaly, the relative distance between the train and the trackside wireless access point at any time is calculated based on the real-time signal field strength and a pre-selected signal strength reference point.

[0100] In an embodiment of the present invention, when there is a communication anomaly, when performing fault detection, a field strength test device on the train is used to simultaneously record the wireless transmission signal strength of three APs along the line received by the train at any time, and when locating the communication system fault, a wireless signal positioning algorithm is used based on the received wireless signal strength transmitted by the three APs to obtain the relative distance of the train relative to the three APs at any time, wherein the relative distance refers to the distance between the train and the trackside wireless access point at any time, that is, the distance difference between the train and multiple trackside wireless access points.

[0101] In the embodiment of the present invention, the calculating the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and the pre-selected signal strength reference point includes:

[0102] Obtaining a first signal strength corresponding to a train at any time;

[0103] Extracting a second signal strength corresponding to the signal strength reference point according to the real-time signal field strength;

[0104] Acquire a first distance between the signal strength reference point and the trackside wireless access point;

[0105] Calculate the relative distance between the train and the trackside wireless access point according to the first signal strength, the second signal strength and the first distance:

[0106] PL(d i )=PL(d0)-10*η*log 10 (d i ′d0)

[0107] Among them, d i is the relative distance between the train and the ith trackside wireless access point, PL(d i ) is the first signal strength, d0 is the first distance, PL(d0) is the second signal strength, η is the signal attenuation factor, and log is the logarithmic function.

[0108] In detail, the first signal field strength refers to the field strength corresponding to the train at any time during its operation. The signal strength corresponding to the train at any time can be measured by the on-board field strength measuring equipment, and then the actual position of the train is used as the test point; not only the signal strength corresponding to the train at any time is obtained, but also the signal strength corresponding to the pre-selected signal strength reference point is required, that is, the second signal strength. The second signal strength refers to the signal strength corresponding to the signal strength reference point, and the distance between the signal strength reference point and the trackside wireless access point is measured in advance, that is, the first distance, and then the distance between the train and the trackside wireless access point at any time is calculated based on the signal strength of the train, the signal strength of the signal strength reference point and the distance between the reference point and the trackside wireless access point, wherein the trackside wireless access point can be used as a signal strength reference point.

[0109] Specifically, the wireless AP on the trackside satisfies the WIFI signal attenuation model (Wireless Signal Propagation Loss Models) by transmitting information wirelessly. The relationship between the wireless transmission signal field strength and distance of the wireless AP on the trackside is specifically: d i is the actual distance between the train and the reference point, which is unknown and is a variable introduced for calculation reasoning. The measured value can only be close to the true value but cannot be equal to it. i When the relative distance between the reference point signal strength (second signal strength) PL(d0) and the test point signal strength (first signal strength) PL(d i ) and the distance d0 from the reference point to the AP are all known, then d0 represents the distance between the signal strength reference point and the trackside wireless AP, PL represents the signal reception strength, η represents the signal attenuation factor (which takes different values ​​depending on the environment), and then the relative distance between the train and the trackside wireless access point at any time can be obtained according to the formula.

[0110] Furthermore, based on the obtained relative distances and the absolute positions of the trackside wireless access points, the relative position of the train relative to the three APs can be obtained, and the point on the track that simultaneously satisfies the three position relationships is the train position, thereby determining the absolute position of the train on the track at any time. In order to determine the absolute position of the train on the track, it is necessary to analyze the theoretical distance between the train position and the signal strength reference point, thereby calculating the absolute position of the train on the track based on the theoretical distance.

[0111] S4. Calculate the theoretical distance between the train and the signal strength reference point according to the train position and the position of the signal strength reference point at any time.

[0112] In the embodiment of the present invention, the theoretical distance refers to the distance calculated based on the position of the train and the position of the signal strength reference point, and is the measured theoretical distance.

[0113] In the embodiment of the present invention, the calculating the theoretical distance between the train and the signal strength reference point according to the position of the train at any time and the position of the signal strength reference point includes:

[0114] The theoretical distance between the train and the signal strength reference point is calculated according to the train position and the position of the signal strength reference point at any time using the following formula:

[0115]

[0116] Among them, d i ′ is the theoretical distance between the i-th signal strength reference point and the train, (x0, y0) is the train position, (x i ,y i ) is the position of the i-th signal strength reference point.

[0117] In detail, according to the train position (x0, y0) at any time and the signal strength reference point (x i ,y i ) can calculate the theoretical distance d between the train and the reference point i ′ , and then according to the theoretical distance and the actual distance d i The error between the estimated distances is then d i is the actual distance between the train and the reference point (unknown), d i ′ It is the measured distance. These two variables are introduced for formula derivation. By using the least squares method to minimize the sum of the squares of the differences between the two, a more accurate distance value between the train and the reference point can be obtained, rather than directly calculating by measuring the signal strength at the train. There is computational reasoning to make the result more accurate.

[0118] Furthermore, the position of the train can be determined based on the theoretical distance and the actual distance between the train and the reference point, and then the position where the train failure occurs can be located based on the train position.

[0119] S5. Calculate the absolute position of the train according to the theoretical distance and the relative distance, and determine the fault position of the train according to the absolute position.

[0120] In the embodiment of the present invention, the absolute position refers to the position (x, 0) of the train on the track, with the starting point of the line as the origin of the x-axis. The position of the train can be determined based on the position of the starting point of the train, or the station can be used as the origin of the x-axis (selected according to actual conditions).

[0121] In the embodiment of the present invention, the calculating the absolute position of the train according to the theoretical distance and the relative distance includes:

[0122] The error value between the theoretical distance and the relative distance is calculated, wherein the error value calculation formula is:

[0123] ρ i =|d i ′ -d i |

[0124] Among them, ρ i is the error value corresponding to the ith trackside wireless access point, d i ′ is the theoretical distance between the i-th signal strength reference point and the train, d i is the relative distance between the train and the i-th trackside wireless access point;

[0125] Decomposing the error value calculation formula into a first matrix and a second matrix;

[0126] A minimum error expression is generated according to the first matrix and the second matrix, wherein the minimum error expression is:

[0127] X ′ =(A T A) -1 A T B

[0128] Among them, X ′ is the absolute position of the train, A T is the transpose of the first matrix, A is the first matrix, and B is the second matrix;

[0129] The absolute position of the train is calculated according to the minimum error expression.

[0130] In detail, according to the error value between the theoretical distance and the relative distance, the error calculation formula can be determined. In order to minimize the error value, the error calculation formula is decomposed into a first matrix A and a second matrix B, and then a minimum error expression is generated according to the first matrix and the second matrix. Solving the minimum error expression can determine the absolute position of the train.

[0131] Specifically, let ρ i is the error between the actual distance to the AP and the estimated distance to the AP, then the formula ρ can be obtained i =|d i ′ -d i |, (i=1,2,...,n), in order to The value of is the smallest, that is, the measurement error is the smallest, and ρ i=|d i ′ -d i |Convert to formula Different values ​​of n in the formula represent different APs, and subtracting them from each other eliminates We can get the formula Then The formula AX = B can be obtained, and d in B i That is, the actual distance between the train and the reference point is unknown and can only be determined by d i ′ To estimate the distance to the reference point, in order to The value of is the smallest, which is equivalent to making the expression |AX-B ′ |minimum, thus obtaining the formula X ′ =(A T A) - 1 A T B ′ , where X ′ is the estimated position obtained by the above algorithm. The train is at position (x ′ 0,y ′ 0) place.

[0132] Furthermore, if Figure 5 As shown in the figure, it is a schematic diagram of determining the train position. If there is a problem with the communication performance of the communication system, the recorded signal strength distribution data and the reference value of the signal strength are compared to find the abnormal data. The location of the train communication system fault is determined based on the abnormal data. If there are three APs, it is known that the signal strengths of the three APs corresponding to the location are -45dBm, -44dBm, and -63dBm, respectively. According to the formula PL(d i )=PL(d0)-10*η*log 10 (d i / d0) to obtain d1 = 200m, d2 = 198m, d3 = 345m, and the positions of the three AP reference points AP0, AP1, AP2 are known, that is, (x i ,y i ) is known, through d i and (x i ,y i ) can get A and B in the formula. The calculated approximate position of the train is 1300m away from the starting end. The three trackside APs can determine the position of the train based on the intersection of the concentric circles. The intersection of the concentric circles is used as the position of the train. The three AP reference points are equivalent to selecting AP1 as REF1, which is equivalent to the center of the circle. The position of the train is at the intersection of the three circles.

[0133] Embodiment 2

[0134] In order to better understand the present invention, the position of the signal strength reference point pre-selected in the embodiment of the present invention is further explained below through a second embodiment.

[0135] In an embodiment of the present invention, when performing fault detection, first, the spatial coordinates of each AP along the line are obtained according to the AP layout diagram along the line, and then a suitable signal strength reference point is selected to measure the field strength and the distance to the AP as a reference value for calculating the relative distance between the train and the reference point.

[0136] In the embodiment of the present invention, before calculating the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and the pre-selected signal strength reference point, the method further includes:

[0137] Detecting whether the signal strength of the trackside wireless access point can be measured;

[0138] When the signal strength of the trackside wireless access point can be measured, the trackside wireless access point is used as a pre-selected signal strength reference point;

[0139] When the signal strength of the trackside wireless access point cannot be measured, a predetermined reference point position is determined as a signal strength reference point.

[0140] In detail, Figure 6 As shown, it is a schematic diagram of reference point selection. A train is running on the track, and its wireless access point or signal strength measurement device is AP2. The physical position of the trackside wireless AP is AP1, and the position of the reference point is REF1. In fact, AP1 and REF1 can coincide with each other. If the signal strength at AP1 cannot be measured, REF1 can be selected as the reference point. REF1 makes the formula universal. During the operation of the train, AP and REF can coincide with each other.

[0141] Specifically, when the train is running on the track, the field strength measuring device on the train calculates the distance to REF1 based on the absolute position and signal strength of REF1 (both are known values) and the signal strength of AP2 (obtained by measurement), and then calculates a concentric circle of AP2 with AP1 as the center based on the positional relationship between REF1 and AP1 (known). When there are multiple trackside APs, the position of the train can be determined based on the intersection of the concentric circles.

[0142] The embodiment of the present invention installs a field strength measurement device on the train. When the train moves, the received signal field strength of the wireless AP along the line is recorded when the communication system is normal, and the field strength is used as a reference value for the normal communication system; when fault detection is performed, the test equipment on the train is used to measure the signal field strength of the AP, and the tested field strength is compared with the field strength when the communication system is working normally to determine whether communication abnormalities occur, and at the same time, the wireless transmission signal strength of the three APs along the line received by the train at any time is recorded; according to the received wireless signal strength transmitted by the three APs, the relative distance of the train relative to the three APs at any time is obtained by using a wireless signal positioning algorithm; according to the relative distance and the absolute position of the AP, the train position when the fault occurs is obtained, and the position of the train can be determined in a timely and accurate manner to ensure the safe and efficient operation of the train-to-ground communication. Therefore, the fault positioning method, device, equipment and medium based on the train-to-ground communication proposed by the present invention can solve the problem of low accuracy when positioning the train fault.

[0143] Embodiment 3

[0144] like Figure 7 As shown, this embodiment also provides a functional module diagram of a fault location device based on vehicle-ground communication.

[0145] The vehicle-to-ground communication-based fault location device 100 described in this embodiment can be installed in an electronic device. According to the implemented functions, the vehicle-to-ground communication-based fault location device 100 may include a normal field strength reference value calculation module 101, a communication anomaly judgment module 102, a relative distance calculation module 103, a theoretical distance calculation module 104 and a fault location determination module 105. The module described in the present invention can also be referred to as a unit, which refers to a series of computer program segments that can be executed by an electronic device processor and can complete fixed functions, which are stored in the memory of the electronic device.

[0146] In this embodiment, the functions of each module / unit are as follows:

[0147] The normal field strength reference value calculation module 101 is used to receive the signal field strength along the trackside wireless access point in the vehicle-to-ground communication, and calculate the normal field strength reference value of the vehicle-to-ground communication according to the signal field strength along the trackside wireless access point;

[0148] The communication anomaly judgment module 102 is used to test the real-time signal strength of the trackside wireless access point, calculate the error value between the real-time signal strength and the normal strength reference value, and judge whether there is a communication anomaly in the vehicle-to-ground communication according to the error value;

[0149] The relative distance calculation module 103 is used to calculate the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and the pre-selected signal strength reference point when there is a communication anomaly;

[0150] The theoretical distance calculation module 104 is used to calculate the theoretical distance between the train and the signal strength reference point according to the train position and the position of the signal strength reference point at any time;

[0151] The fault position determination module 105 is used to calculate the absolute position of the train according to the theoretical distance and the relative distance, and determine the fault position of the train according to the absolute position.

[0152] In detail, each module described in the vehicle-to-ground communication-based fault location device 100 described in the embodiment of the present invention adopts the same technical means as the vehicle-to-ground communication-based fault location method described in Embodiment 1 and Embodiment 2 when used, and can produce the same technical effect, which will not be repeated here.

[0153] Embodiment 4

[0154] like Figure 8 As shown, this embodiment also provides a computer electronic device, which may include a processor 10, a memory 11, a communication bus 12 and a communication interface 13, and may also include a computer program stored in the memory 11 and executable on the processor 10, such as a fault location program based on vehicle-ground communication.

[0155] In some embodiments, the processor 10 may be composed of an integrated circuit, for example, a single packaged integrated circuit, or a plurality of packaged integrated circuits with the same or different functions, including one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and combinations of various control chips. The processor 10 is the control core (ControlUnit) of the electronic device, and uses various interfaces and lines to connect various components of the entire electronic device, and executes or executes programs or modules stored in the memory 11 (for example, executing a fault location program based on vehicle-to-ground communication, etc.), and calls data stored in the memory 11 to execute various functions of the electronic device and process data.

[0156] The memory 11 includes at least one type of readable storage medium, and the readable storage medium includes a flash memory, a mobile hard disk, a multimedia card, a card-type memory (for example, an SD or DX memory, etc.), a magnetic memory, a disk, an optical disk, etc. In some embodiments, the memory 11 may be an internal storage unit of an electronic device, such as a mobile hard disk of the electronic device. In other embodiments, the memory 11 may also be an external storage device of an electronic device, such as a plug-in mobile hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the electronic device. Further, the memory 11 may also include both an internal storage unit of the electronic device and an external storage device. The memory 11 may not only be used to store application software and various types of data installed in the electronic device, such as the code of a fault location program based on vehicle-to-ground communication, but may also be used to temporarily store data that has been output or is to be output.

[0157] The communication bus 12 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. The bus is configured to realize connection and communication between the memory 11 and at least one processor 10, etc.

[0158] The communication interface 13 is used for communication between the above-mentioned electronic device and other devices, including a network interface and a user interface. Optionally, the network interface may include a wired interface and / or a wireless interface (such as a WI-FI interface, a Bluetooth interface, etc.), which is generally used to establish a communication connection between the electronic device and other electronic devices. The user interface may be a display (Display), an input unit (such as a keyboard (Keyboard)), and optionally, the user interface may also be a standard wired interface, a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, and an OLED (Organic Light-Emitting Diode, organic light-emitting diode) touch device, etc. Among them, the display may also be appropriately referred to as a display screen or a display unit, which is used to display information processed in the electronic device and to display a visual user interface.

[0159] The figure only shows an electronic device with components. Those skilled in the art will understand that the structure shown in the figure does not constitute a limitation on the electronic device, and may include fewer or more components than shown in the figure, or combine certain components, or arrange the components differently.

[0160] For example, although not shown, the electronic device may also include a power source (such as a battery) for supplying power to each component. Preferably, the power source may be logically connected to the at least one processor 10 through a power management device, so that the power management device can realize functions such as charging management, discharging management, and power consumption management. The power source may also include one or more DC or AC power sources, recharging devices, power failure detection circuits, power converters or inverters, power status indicators, and other arbitrary components. The electronic device may also include a variety of sensors, Bluetooth modules, Wi-Fi modules, etc., which will not be repeated here.

[0161] It should be understood that the embodiment is for illustration only and the scope of the patent application is not limited to this structure.

[0162] The fault location program based on vehicle-ground communication stored in the memory 11 in the electronic device is a combination of multiple instructions. When running in the processor 10, it can achieve:

[0163] Receive the signal field strength along the trackside wireless access point in the vehicle-to-ground communication, and calculate the normal field strength reference value of the vehicle-to-ground communication according to the signal field strength along the trackside;

[0164] Testing the real-time signal strength of the trackside wireless access point, calculating the error value between the real-time signal strength and the normal strength reference value, and judging whether there is a communication anomaly in the vehicle-to-ground communication according to the error value;

[0165] When there is a communication anomaly, the relative distance between the train and the trackside wireless access point at any time is calculated based on the real-time signal field strength and the pre-selected signal strength reference point;

[0166] Calculate the theoretical distance between the train and the signal strength reference point according to the train position at any time and the position of the signal strength reference point;

[0167] The absolute position of the train is calculated according to the theoretical distance and the relative distance, and the fault position of the train is determined according to the absolute position.

[0168] Specifically, the specific implementation method of the processor 10 for the above instructions can refer to the description of the relevant steps in the corresponding embodiment of the accompanying drawings, which will not be repeated here.

[0169] Furthermore, if the module / unit integrated in the electronic device is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. The computer-readable storage medium can be volatile or non-volatile. For example, the computer-readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, and a read-only memory (ROM).

[0170] Embodiment 5

[0171] This embodiment provides a storage medium storing a computer program. When the computer program is executed by a processor, the steps of the fault location method based on vehicle-ground communication as described above are implemented.

[0172] These program codes can also be loaded onto a computer or other programmable data processing device so that a series of operation steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions executed on the computer or other programmable device for implementing the process. Figure 1 The steps of a specified function in a process or multiple processes.

[0173] Storage media include permanent and non-permanent, removable and non-removable media, and can be implemented by any method or technology to store information. Information can be computer-readable instructions, data structures, modules of programs or other data. Examples of storage media can include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices or any other non-transmission medium that can be used to store information that can be accessed by a computing device.

[0174] In the several embodiments provided by the present invention, it should be understood that the disclosed devices, apparatuses and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of the modules is only a logical function division, and there may be other division methods in actual implementation.

[0175] The modules described as separate components may or may not be physically separated, and the components shown as modules may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0176] In addition, each functional module in each embodiment of the present invention may be integrated into one processing unit, each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional modules.

[0177] It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0178] Therefore, no matter from which point of view, the embodiments should be regarded as illustrative and non-restrictive, and the scope of the present invention is limited by the appended claims rather than the above description, so it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any attached figure mark in the claims should not be regarded as limiting the claims involved.

[0179] The embodiments of the present application can acquire and process relevant data based on artificial intelligence technology. Among them, artificial intelligence (AI) is the theory, method, technology and application system that uses digital computers or machines controlled by digital computers to simulate, extend and expand human intelligence, perceive the environment, acquire knowledge and use knowledge to obtain the best results.

[0180] In addition, it is clear that the word "comprising" does not exclude other units or steps, and the singular does not exclude the plural. Multiple units or devices stated in the system claim can also be implemented by one unit or device through software or hardware. The words first, second, etc. are used to indicate names, and do not indicate any particular order.

[0181] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present invention.

Claims

1. A fault location method based on vehicle-ground communication, characterized in that: The method comprises: Receive the signal field strength along the trackside wireless access point in the vehicle-to-ground communication, and calculate the normal field strength reference value of the vehicle-to-ground communication according to the signal field strength along the trackside; Testing the real-time signal strength of the trackside wireless access point, calculating the error value between the real-time signal strength and the normal strength reference value, and judging whether there is a communication anomaly in the vehicle-to-ground communication according to the error value; When there is a communication anomaly, the relative distance between the train and the trackside wireless access point at any time is calculated based on the real-time signal field strength and the pre-selected signal strength reference point; Calculate the theoretical distance between the train and the signal strength reference point according to the train position at any time and the position of the signal strength reference point; The absolute position of the train is calculated according to the theoretical distance and the relative distance, and the fault position of the train is determined according to the absolute position.

2. The fault location method based on vehicle-to-ground communication according to claim 1, characterized in that: The signal field strength along the line of the receiving trackside wireless access point in the vehicle-to-ground communication includes: Select any direction as the zero degree of the field strength measurement equipment; Determine the field strength receiving angle of the trackside wireless access point according to the zero degree and the preset angle rotation frequency; The signal field strength along the track wireless access point in the vehicle-to-ground communication is received according to the field strength receiving angle.

3. The fault location method based on vehicle-to-ground communication according to claim 1, characterized in that: The calculating of the normal field strength reference value of vehicle-to-ground communication according to the field strength of the signal along the line comprises: The rotation angle range of the field strength measurement device is determined according to a preset angle threshold, wherein the rotation angle range is: Angles j ∈[a ° -b ° ,a ° +b ° ] Among them, Angles j is the jth rotation angle in the rotation angle range corresponding to the field intensity measurement device, α is the first angle, and β is the second angle; The normal field strength reference value of vehicle-to-ground communication is calculated according to the signal field strength along the line and the rotation angle range: Among them, AveRSSI i is the normal field strength reference value of the ith trackside wireless access point, RSSI ij is the signal strength along the line of the ith trackside wireless access point at the jth rotation angle, and n is the number of rotation angles in the rotation angle range.

4. The fault location method based on vehicle-to-ground communication according to claim 1, characterized in that: The calculating the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and the pre-selected signal strength reference point includes: Obtaining a first signal strength corresponding to a train at any time; Extracting a second signal strength corresponding to the signal strength reference point according to the real-time signal field strength; Acquire a first distance between the signal strength reference point and the trackside wireless access point; Calculate the relative distance between the train and the trackside wireless access point according to the first signal strength, the second signal strength and the first distance: PL(d i )=PL(d0)-10*η*log 10 (d i / d o ) Among them, d i is the relative distance between the train and the ith trackside wireless access point, PL(d i ) is the first signal strength, d0 is the first distance, PL(d0) is the second signal strength, η is the signal attenuation factor, and log is the logarithmic function.

5. The fault location method based on vehicle-to-ground communication according to claim 1, characterized in that: The calculating the theoretical distance between the train and the signal strength reference point according to the train position at any time and the position of the signal strength reference point comprises: The theoretical distance between the train and the signal strength reference point is calculated according to the train position and the position of the signal strength reference point at any time using the following formula: Among them, d i ′ is the theoretical distance between the i-th signal strength reference point and the train, (x0, y0) is the train position, (x i ,y i ) is the position of the i-th signal strength reference point.

6. The fault location method based on vehicle-to-ground communication according to claim 1, characterized in that: The calculating the absolute position of the train according to the theoretical distance and the relative distance comprises: The error value between the theoretical distance and the relative distance is calculated, wherein the error value calculation formula is: r i =|d i ′ -d i | Among them, ρ i is the error value corresponding to the ith trackside wireless access point, d i ′ is the theoretical distance between the i-th signal strength reference point and the train, d i is the relative distance between the train and the i-th trackside wireless access point; Decomposing the error value calculation formula into a first matrix and a second matrix; A minimum error expression is generated according to the first matrix and the second matrix, wherein the minimum error expression is: X ′ =(A T A) -1 A T B Among them, X ′ is the absolute position of the train, A T is the transpose of the first matrix, A is the first matrix, and B is the second matrix; The absolute position of the train is calculated according to the minimum error expression.

7. The fault location method based on vehicle-to-ground communication according to claim 4, characterized in that: Before calculating the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and the pre-selected signal strength reference point, the method further includes: Detecting whether the signal strength of the trackside wireless access point can be measured; When the signal strength of the trackside wireless access point can be measured, the trackside wireless access point is used as a pre-selected signal strength reference point; When the signal strength of the trackside wireless access point cannot be measured, a predetermined reference point position is determined as a signal strength reference point.

8. A fault location device based on vehicle-ground communication, characterized in that: The device comprises: A normal field strength reference value calculation module is used to receive the signal field strength along the trackside wireless access point in the vehicle-to-ground communication, and calculate the normal field strength reference value of the vehicle-to-ground communication according to the signal field strength along the line; A communication anomaly judgment module is used to test the real-time signal strength of the trackside wireless access point, calculate the error value between the real-time signal strength and the normal strength reference value, and judge whether there is a communication anomaly in the vehicle-to-ground communication according to the error value; A relative distance calculation module, used to calculate the relative distance between the train and the trackside wireless access point at any time according to the real-time signal field strength and a pre-selected signal strength reference point when there is a communication anomaly; A theoretical distance calculation module, used to calculate the theoretical distance between the train and the signal strength reference point according to the train position and the position of the signal strength reference point at any time; The fault position determination module is used to calculate the absolute position of the train according to the theoretical distance and the relative distance, and determine the fault position of the train according to the absolute position.

9. A computer device comprising a memory, a processor and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the fault location method based on vehicle-to-ground communication as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the fault location method based on vehicle-to-ground communication described in any one of claims 1 to 7 are implemented.

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