Platform area parking method and device

Abstract

The invention provides a platform area parking method and device. The method comprises the steps that position information of a trackside ultra wide band base station is written into a vehicle-mounted electronic map; acquiring communication information under the condition that the vehicle-mounted ultra-wideband tag is connected with the trackside ultra-wideband base station; determining a current train position according to the communication information and a vehicle-mounted electronic map; and obtaining train driving information from the vehicle-mounted ultra-wideband tag, generating a train control signal according to the train driving information and the current train position, and sending the train control signal to the corresponding execution structure, so that the train is parked at the preset parking position. The current train position can be accurately determined, the corresponding train control signal is generated to achieve accurate parking, and the train positioning accuracy and reliability are improved. The energy consumption caused by unnecessary repeated starting and stopping of the train is reduced, so that the operation cost is reduced, and meanwhile, the risk of falling or other accidental injuries when passengers get on and off the train can be reduced through accurate parking.

Description

Technical Field

[0001] The present invention relates to the technical field of train control, and particularly to a method and device for stopping a train in a platform area. Background Art

[0002] Driverless subways are highly automated rail transit systems that use advanced technologies to achieve the automatic operation of trains without driver intervention. Due to their convenience and punctuality, subways have gradually become the preferred means of transportation for people to travel, so the passenger flow in subways is increasing. In this environment, in order to ensure the safe and convenient boarding and alighting of subway passengers and improve the operation efficiency, the accurate stopping ability of trains in the platform area is very important. In the prior art, multiple passive transponders are arranged beside the tracks in the platform area, and the information of the passive transponders is used to calibrate the positioning to achieve the accurate stopping of trains in the platform area.

[0003] The on-vehicle equipment of the train control system calibrates the positioning according to the information of the passive transponders beside the tracks. During the running process of the train, the train continuously updates its own positioning by intermittently reading the messages of the transponders and combining the information of the speed sensors. However, there will be a delay in the on-vehicle Automatic Train Protection (ATP) system processing the transponder messages and there is a risk of losing the transponders. Or due to communication problems, the train may overshoot or undershoot when stopping in the platform area. Summary of the Invention

[0004] The present invention provides a method and device for stopping a train in a platform area to solve the defect that the train may overshoot or undershoot when stopping in the platform area in the prior art, and improve the reliability of the train accurately stopping and aligning in the platform area. The technical solutions proposed by the present invention are as follows: In a first aspect, the present invention provides a method for stopping a train in a platform area, where an ultra-wideband base station beside the tracks is set in the platform area, including: Writing the position information of the ultra-wideband base station beside the tracks into the on-vehicle electronic map; Obtaining communication information when an on-vehicle ultra-wideband tag establishes a connection with the ultra-wideband base station beside the tracks; Determining the current train position according to the communication information and the on-vehicle electronic map; Obtaining train running information from the on-vehicle ultra-wideband tag, generating a train control signal according to the train running information and the current train position, and sending it to the corresponding actuator structure to make the train stop at a preset stop position.

[0005] Optionally, the communication information includes a base station identifier and a signal round-trip time; the determining the current train position according to the communication information and the on-vehicle electronic map includes: For each trackside ultra-wideband base station, determine the distance between the trackside ultra-wideband base station and the vehicle-mounted ultra-wideband tag according to the round-trip time of the signal between them and the vehicle-mounted ultra-wideband tag. Obtain the position information of the corresponding trackside ultra-wideband base station from the vehicle-mounted electronic map according to the base station identifier. Determine the current train position according to the position information of each trackside ultra-wideband base station and the distance from the vehicle-mounted ultra-wideband tag.

[0006] Optionally, vehicle-mounted ultra-wideband tags are provided at both the head and the tail of the train; during the train operation, the ultra-wideband tags at the head and the tail communicate bidirectionally with the trackside ultra-wideband base stations respectively; the current train position includes the position of the train head and the position of the train tail; the method further includes: Determine a first position difference according to the position of the train head and the position of the train tail. Obtain the actual length of the train, and correct the position of the train head and the position of the train tail in case the first position difference is inconsistent with the actual length of the train.

[0007] Optionally, the round-trip time of the signal is determined by the following method: Control the vehicle-mounted ultra-wideband tag to send an ultra-wideband signal, and the trackside ultra-wideband base station sends a response signal to the vehicle-mounted ultra-wideband tag. Determine the round-trip time of the signal according to the timestamp of sending the ultra-wideband signal and the timestamp of receiving the response signal.

[0008] Optionally, when the vehicle-mounted ultra-wideband tag is connected to the trackside ultra-wideband base station, obtaining communication information includes: When the vehicle-mounted ultra-wideband tag is connected to the trackside ultra-wideband base station, control the trackside ultra-wideband base station to send a base station signal to the vehicle-mounted ultra-wideband tag. After the vehicle-mounted ultra-wideband tag receives the base station signal, control the vehicle-mounted ultra-wideband tag to transmit the base station signal to the hub parsing module. The hub parsing module parses the base station signal according to a preset ultra-wideband communication protocol to obtain the communication information.

[0009] Optionally, the train driving information includes the current train speed and the current train acceleration; generating a train control signal according to the train driving information and the current train position and sending it to a corresponding actuator structure to make the train stop at a preset stop position includes: Obtain preset safety parameters; where the preset safety parameters include a maximum allowable speed, a maximum allowable acceleration, a maximum allowable deceleration, a safety distance, and a preset stop position. Determine the distance required to reach the stopping point based on the preset parking position, the current train position, and the safety distance; Determine the minimum deceleration required to stop from the current speed based on the current train speed and the distance required to reach the stopping point; If the current train speed meets a first preset condition, or the current train position meets a second preset condition, then output a speed-holding control signal; wherein, the first preset condition is that the speed difference between the current train speed and the maximum allowable speed is less than a first preset threshold, and the second preset condition is that the position difference between the current train position and the preset parking position is greater than a second preset threshold and less than a third preset threshold; If the minimum deceleration required to stop from the current speed is greater than the maximum allowable deceleration, then output a deceleration control signal; If the position difference between the current train position and the preset parking position is less than the second preset threshold, then output a braking control signal; Send the speed-holding control signal, the deceleration control signal, or the braking control signal to the corresponding actuator to make the train stop at the preset parking position.

[0010] In a second aspect, the present invention further provides a platform area parking device. The platform area is provided with a trackside ultra-wideband base station, and includes the following modules: An information writing module for writing the position information of the trackside ultra-wideband base station into the on-vehicle electronic map; An information acquisition module for acquiring communication information when the on-vehicle ultra-wideband tag establishes a connection with the trackside ultra-wideband base station; A position determination module for determining the current train position according to the communication information and the on-vehicle electronic map; A signal generation module for obtaining train driving information from the on-vehicle ultra-wideband tag, generating a train control signal according to the train driving information and the current train position, and sending it to the corresponding actuator to make the train stop at the preset parking position.

[0011] In a third aspect, the present invention further provides an electronic device, including a memory, a processor, and a computer program stored on the memory and running on the processor. When the processor executes the computer program, it implements the platform area parking method as described in the first aspect above.

[0012] In a fourth aspect, the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the platform area parking method as described in the first aspect above.

[0013] Fifth aspect, the present invention also provides a computer program product, including a computer program which, when executed by a processor, implements the platform area parking method as described in the first aspect above.

[0014] Based on the above technical solutions, the beneficial effects of the present invention compared with the prior art are as follows: The platform area parking method and device provided by the present invention write the position information of the trackside ultra-wideband base station into the in-vehicle electronic map, and through the real-time communication between the in-vehicle UWB tag and the trackside UWB base station, according to the obtained communication signal and combined with the known base station position information, the in-vehicle system can accurately determine the current train position and generate corresponding train control signals to achieve precise parking, improving the accuracy and reliability of train positioning. The communication between the in-vehicle ultra-wideband tag and the trackside ultra-wideband base station is real-time, and due to the high-precision and low-latency characteristics of UWB technology, the delay of ATP processing information can be significantly reduced. As long as the train maintains a connection within the communication range of the base station, it can continuously obtain the positioning information of the train, thus avoiding the risk of transponder information loss. This characteristic enables the train to achieve precise parking in a shorter time, significantly improving the reliability and efficiency of automatic alignment parking, and overcoming the defects of overshooting or undershooting of the train when parking in the platform area due to communication problems in the prior art.

[0015] Other features and advantages of the present invention will be described in the following specification, and, in part, will be obvious from the specification, or will be understood by implementing the present invention. The objectives and other advantages of the present invention are achieved and obtained by the structures specifically pointed out in the specification, claims and drawings.

[0016] To make the above objectives, features and advantages of the present invention more obvious and understandable, the following specific preferred embodiments are given, and in conjunction with the accompanying drawings, the detailed description is as follows. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] To more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 It is a schematic diagram of the architecture of the platform area provided by the present invention.

[0019] Figure 2 It is a schematic diagram of the flow of the platform area parking method provided by the present invention.

[0020] Figure 3 It is a schematic diagram of the architecture of the in-vehicle system provided by the present invention.

[0021] Figure 4 It is a schematic structural diagram of the platform area parking device provided by the present invention.

[0022] Figure 5 It is a schematic structural diagram of the electronic device provided by the present invention. Specific embodiments

[0023] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without creative efforts shall fall within the protection scope of the present invention.

[0024] The following combines Figures 1-4 to describe the platform area parking method and device of the present invention.

[0025] Referring to Figure 1 As shown, a roadside ultra-wideband base station is set in the platform area. This platform area parking method realizes precise positioning and automatic parking of the train based on the collaborative work of ultra-wideband (UWB) technology and the vehicle-mounted system. This method uses UWB technology. When the train runs on the line, it can be regarded as a point moving on a line, which is one-dimensional positioning. The positioning is rapid and accurate, and it has the function of quickly positioning the train. Moreover, the UWB communication establishes a link faster and the communication cycle is short. Therefore, using this technology for the accurate positioning and vehicle-ground communication of the train in the platform area can improve the passenger experience and the train operation efficiency, and ensure the safety and stability of the train operation.

[0026] Ultra-wideband (UWB) technology uses ultra-wide baseband pulses with extremely wide spectra for communication, so it is also called baseband communication technology and wireless carrier communication technology. It is mainly used in military radars, positioning, and communication systems with low probability of intercept / low probability of detection, and has the advantages of low system complexity, low transmit signal power spectral density, insensitivity to channel fading, low intercept ability, and high positioning accuracy.

[0027] Referring to Figure 2 As shown, the platform area parking method includes the following: Step S110: Write the position information of the roadside ultra-wideband base station into the vehicle-mounted electronic map.

[0028] Install UWB base stations beside the track at key positions in the platform area. In this step, it is first necessary to accurately determine the positions of the UWB base stations beside the track. High-precision measuring equipment (such as GPS, total station, etc.) can be used to determine the longitude, latitude, altitude of each UWB base station beside the track, as well as its relative position with respect to the platform or the track. This information is the basis for subsequent train positioning.

[0029] After completing the position determination, the position information of these UWB base stations beside the track will be entered into the on-board electronic map of the train. The on-board electronic map is a digital map that integrates various information such as track layout, station positions, signal equipment, and the position information of UWB base stations beside the track. This map not only provides the basis for train navigation but also allows the train to obtain and update position information in real-time during operation.

[0030] Step S120: Obtain communication information when the on-board UWB tag establishes a connection with the UWB base station beside the track.

[0031] During the train operation, the on-board UWB tag searches for the signals of the UWB base stations beside the track in real-time. When the train approaches the platform area, the on-board UWB tag starts to attempt to establish a wireless connection with the UWB base station beside the track. This connection is based on UWB technology, which provides high-precision and low-latency wireless communication. Once the connection is established, the on-board system can receive the communication information from the UWB base station beside the track. This information includes not only parameters for positioning calculations such as timestamps, signal strengths, and signal transmission times but also the base station identifier. The base station identifier is a unique identifier that allows the on-board system to identify the base station it is currently communicating with.

[0032] Step S130: Determine the current train position based on the communication information and the on-board electronic map.

[0033] The on-board system uses the received communication information (such as signal transmission time difference, base station identifier, etc.) and the known position information of the UWB base stations beside the track to calculate the current precise position of the train through triangulation or other positioning algorithms. In this process, the base station identifier helps the on-board system accurately identify the base stations involved in positioning, thereby improving the accuracy and reliability of positioning. After calculating the current train position, the on-board system will compare this position information with the data in the on-board electronic map to further confirm the specific position of the train on the track. This not only helps to verify the accuracy of positioning but also provides necessary navigation information for subsequent train control.

[0034] Step S140: Obtain the train running information from the on-board UWB tag, generate a train control signal based on the train running information and the current train position, and send it to the corresponding actuator structure to make the train stop at the preset parking position.

[0035] The on-vehicle system also obtains the running information of the train, such as the running speed and acceleration, from on-vehicle ultra-wideband tags or other sensors. For example, the running speed can be obtained through a speed sensor. This information is the basis for generating train control signals. Combining the current train position, running information, and the preset stop position, the on-vehicle system calculates the braking distance and braking time required for the train to reach the preset stop position, and generates corresponding train control signals (such as braking instructions). These control signals are sent to the actuators of the train (such as the braking system). After receiving the control signals, the actuators will brake the train according to the instructions, enabling the train to stop precisely at the preset stop position within the effective platform. In this process, the precise positioning and real-time control of the on-vehicle system play a crucial role.

[0036] When the train stops accurately and stably, the on-vehicle ATP transmits the train's accurate stop and stable information to the trackside UWB base station. The trackside UWB base station sends the platform door opening instruction to the platform door system through the interface, and the platform door executes the command to open the platform door. When the station stop time arrives, the trackside UWB base station sends the platform door closing instruction to the platform door system, and the platform door executes the command to close the platform door. Using UWB technology as the vehicle-ground communication channel, the communication speed is faster, and the platform door can quickly respond to the linkage instruction to perform the opening and closing door operations, shortening the waiting time of passengers on the platform, facilitating the orderly and stable boarding and alighting of passengers, and improving the operation efficiency of the entire line to a certain extent.

[0037] The platform area parking method of the present invention aims at the problem of precise train parking in the platform area. Based on UWB technology, it replaces the traditional passive transponder to assist train positioning. The UWB device is simple and flexible to install. This positioning method has high accuracy and fast positioning speed, which can improve the stability and reliability of the train's precise parking alignment in the platform area. By writing the position information of the trackside ultra-wideband base station into the on-vehicle electronic map and through the real-time communication between the on-vehicle UWB tag and the trackside UWB base station, according to the obtained communication signal and combined with the known base station position information, the on-vehicle system can accurately determine the current train position and generate corresponding train control signals to achieve precise parking, improving the accuracy and reliability of train positioning. The communication between the on-vehicle ultra-wideband tag and the trackside ultra-wideband base station is real-time, and due to the high positioning accuracy and low latency characteristics of UWB technology, the delay of ATP processing information can be significantly reduced. As long as the train maintains a connection within the communication range of the base station, it can continuously obtain the train's positioning information, thus avoiding the risk of transponder information loss. This characteristic enables the train to achieve precise parking in a shorter time, significantly improving the reliability and efficiency of automatic alignment parking, and overcoming the defects of overshooting or undershooting of the train in the platform area due to communication problems in the prior art. Compared with the existing transponder positioning, it is more accurate and fast. The train can communicate with the trackside base station in real time for information interaction, and the positioning position of the train in the platform area is more accurate, which can ensure that the train can stop accurately and stably quickly, reduce the energy consumption caused by unnecessary repeated starts and stops of the train, thus reducing the operating cost. At the same time, through precise parking, the risk of passengers falling or suffering other accidental injuries when getting on and off the train can be reduced.

[0038] In the prior art, if the train overshoots by more than a certain distance when parking, it is necessary to arrange a driver to perform manual driving alignment parking operation, which reduces the passenger experience and affects the operation efficiency. The platform area parking method of the present invention does not require manual driving alignment parking operation, reduces the need for manual intervention, improves the operation efficiency and reduces the operation cost, which helps to promote the automation and intelligent development of the railway system. Moreover, UWB communication has the characteristics of strong anti-interference ability and stable transmission. Even under complex environmental conditions, it can maintain a stable communication connection, thus reducing the situation of inaccurate parking positions caused by communication problems.

[0039] In an optional embodiment, in the case of establishing a connection between the on-vehicle ultra-wideband tag and the trackside ultra-wideband base station in step S120, obtaining communication information includes: S1201. In the case of establishing a connection between the on-vehicle ultra-wideband tag and the trackside ultra-wideband base station, control the trackside ultra-wideband base station to send the base station signal to the on-vehicle ultra-wideband tag.

[0040] First, both the vehicle-mounted ultra-wideband tag and the trackside ultra-wideband base station will perform initialization operations to ensure that they are in a communicable state. Subsequently, they will identify each other by sending specific discovery signals. This process involves detecting signal strength, adjusting time synchronization, etc., to ensure that a stable and reliable communication connection can be established between the two parties. Once the two parties discover each other, a series of handshake operations will be performed to formally establish a communication connection. This usually includes steps such as confirming identities, negotiating communication parameters (such as communication rate, data format, etc.), and establishing a security mechanism.

[0041] S1202. After the vehicle-mounted ultra-wideband tag is controlled to receive the base station signal, transmit the base station signal to the hub parsing module.

[0042] After the connection is established, the trackside ultra-wideband base station will send base station signals to the vehicle-mounted ultra-wideband tag according to the requirements of the system or a preset scheduling strategy. These signals can contain various information, such as timestamps (for time synchronization or distance measurement), base station identifiers (for identifying the base station identity), etc. The sending of the base station signals follows a specific communication protocol to ensure that the format and content of the signals can be correctly identified and processed by the vehicle-mounted ultra-wideband tag.

[0043] After the vehicle-mounted ultra-wideband tag receives the base station signal, it will first detect the signal quality, such as signal strength, signal-to-noise ratio, etc. If the signal quality meets the requirements, the tag will receive it completely. The received base station signal will then be transmitted to the hub parsing module.

[0044] S1203. The hub parsing module parses the base station signal according to the preset ultra-wideband communication protocol to obtain the communication information.

[0045] The hub parsing module is a key component responsible for processing the received base station signals. It will parse the signals according to the preset ultra-wideband communication protocol. This protocol defines the format and content of the signals and how to process these signals. The parsing process includes steps such as identifying the signal format, extracting the information in the signals (such as timestamps, base station identifiers, etc.), and verifying and validating the information according to the protocol requirements. Through parsing, the hub parsing module can obtain the communication information and provide this information to other parts of the system for subsequent processing or applications.

[0046] Through the use of ultra-wideband technology in the present invention, high-speed and efficient communication can be achieved between the vehicle-mounted ultra-wideband tag and the trackside ultra-wideband base station. This helps to reduce communication latency and improve the response speed of the system. The hub parsing module accurately parses the base station signal according to the preset ultra-wideband communication protocol. This can ensure the accuracy and integrity of the information and avoid errors caused by signal distortion or misparsing. Ultra-wideband technology has high security. Since the transmission distance of the signal is limited and the energy is low, it is very difficult to be intercepted or interfered. This helps to protect the confidentiality and integrity of the communication information.

[0047] In an optional embodiment, the communication information includes the base station identifier and the signal round-trip time; determining the current train position according to the communication information and the vehicle-mounted electronic map in step S130 described above includes: S1301. For each trackside ultra-wideband base station, determine the distance between the trackside ultra-wideband base station and the vehicle-mounted ultra-wideband tag according to the signal round-trip time between it and the vehicle-mounted ultra-wideband tag.

[0048] When the train approaches the platform area, the vehicle-mounted ultra-wideband tag starts to communicate with each trackside ultra-wideband base station. During the communication process, the vehicle-mounted tag sends an ultra-wideband signal to the base station and receives the response signal from the base station. By measuring the time for this signal to travel back and forth (i.e., the total time from sending the ultra-wideband signal to receiving the response signal), the approximate distance that the signal travels between the tag and the base station can be calculated (taking into account the signal propagation speed).

[0049] For each trackside ultra-wideband base station, the vehicle-mounted system calculates the straight-line distance between the trackside ultra-wideband base station and the vehicle-mounted ultra-wideband tag according to the signal round-trip time between it and the vehicle-mounted ultra-wideband tag, using the known signal propagation speed. The propagation speed of radio waves in the air is close to the speed of light. The straight-line distance between the trackside ultra-wideband base station and the vehicle-mounted ultra-wideband tag = speed of light × signal round-trip time / 2.

[0050] S1302. Obtain the position information of the corresponding trackside ultra-wideband base station from the vehicle-mounted electronic map according to the base station identifier, and determine the current train position according to the position information of each trackside ultra-wideband base station and the distance from the vehicle-mounted ultra-wideband tag.

[0051] The position information of each trackside ultra-wideband base station, including their longitude, latitude, altitude, and relative position with respect to the platform or track, is pre-stored in the vehicle-mounted electronic map. When the vehicle-mounted system needs to determine the train position, it retrieves the position information of the corresponding base station from the vehicle-mounted electronic map according to the base station number. According to the distance between each base station and the vehicle-mounted tag and the position information of the base station, the vehicle-mounted system can use triangulation or other similar positioning algorithms to determine the current position of the train.

[0052] Taking trilateration as an example, using the distances between each trackside ultra-wideband (UWB) base station and the on-vehicle UWB tag, as well as the location information of these base stations, the current train location can be determined through the following process: S13031. Define a list to store the numbers, location information (such as longitude and latitude coordinates) of all base stations, and the distances to the on-vehicle tag. Define a variable to store the finally calculated current train location.

[0053] S13032. Read the location information of all trackside UWB base stations from the on-vehicle electronic map and store it in the above list. The on-vehicle UWB tag communicates with each trackside UWB base station, measures the round-trip time of the signal, and calculates the distance to each trackside UWB base station according to the signal propagation speed. Similarly, store this distance information in the list.

[0054] S13033. For each trackside UWB base station, use its location information and the distance to the on-vehicle UWB tag as inputs. Using geometric principles, solve the equations to find the point that satisfies all distance conditions, that is, the current train location. Output the calculated current train location to the on-vehicle system for subsequent parking control or navigation. The current train location can be represented in the form of longitude and latitude coordinates, the offset relative to a certain point, or other appropriate forms.

[0055] The present invention can achieve high-precision positioning of the train by using the communication information between multiple trackside UWB base stations and the on-vehicle UWB tag, as well as their relative position relationships. This positioning method is more accurate and reliable than the traditional transponder-based positioning method. Even if a certain base station fails to work properly due to a fault or communication interference, the on-vehicle system can still use the information of other base stations to determine the train location. This increases the redundancy and robustness of the system. The accurate train location information provides a better basis for parking control. The on-vehicle system can more accurately calculate the braking distance and braking time required for the train to reach the preset parking position, thereby optimizing the parking process and reducing parking errors. Accurate train positioning and optimized parking control can reduce train delays and inaccurate parking positions, thereby improving the satisfaction and usage experience of passengers.

[0056] In an optional embodiment, the above-mentioned round-trip time of the signal is determined in the following manner: S210. Control the on-vehicle UWB tag to send an ultra-wideband signal, and the trackside ultra-wideband base station sends a response signal to the on-vehicle UWB tag.

[0057] Control the on-vehicle ultra-wideband tag to send an ultra-wideband signal. This signal is a short-range, high-bandwidth wireless signal with high-precision time resolution. After receiving this signal, the roadside ultra-wideband base station will immediately send a response signal to the on-vehicle ultra-wideband tag. When the on-vehicle ultra-wideband tag sends an ultra-wideband signal, it will record a transmission timestamp. When the on-vehicle ultra-wideband tag receives the response signal from the roadside ultra-wideband base station, it will record a reception timestamp.

[0058] S220. Determine the round-trip time of the signal based on the timestamp of the sent ultra-wideband signal and the timestamp of the received response signal.

[0059] Based on the timestamp of the sent ultra-wideband signal and the timestamp of the received response signal, the total time for the signal to travel from the on-vehicle ultra-wideband tag to the roadside ultra-wideband base station and then back to the on-vehicle ultra-wideband tag can be calculated, which is the round-trip time of the signal. The tag records the timestamp (T1) of the sent ultra-wideband signal and the timestamp (T2) of the received response signal. Through these two moments, the round-trip time T_round_trip = T2 - T1 can be calculated.

[0060] According to the round-trip time of the signal in the present invention, the distance between the on-vehicle ultra-wideband tag and the roadside ultra-wideband base station can be accurately calculated. Since the ultra-wideband signal has high-precision time resolution, centimeter-level positioning accuracy can be achieved. Since the transmission speed of the ultra-wideband signal is extremely fast and the processing time is short, real-time signal interaction and round-trip time measurement can be realized, and thus the current train position can be calculated in real time and accurately to achieve precise parking. The ultra-wideband signal has a high frequency and bandwidth, and the signal energy is mainly concentrated in extremely short pulses, so it has strong anti-interference ability. In a complex environment (such as in the presence of multiple wireless signal sources), the ultra-wideband system can still work stably and accurately measure the round-trip time of the signal.

[0061] In an optional embodiment, as shown in Figure 1 the on-vehicle ultra-wideband tags are provided at both the head and the tail of the train, facing the front in the running direction of the train. During the running of the train, the ultra-wideband tags at both the head and the tail communicate bidirectionally with the roadside ultra-wideband base station respectively; the current train position includes the position of the head end of the train and the position of the tail end of the train; the method further includes: S310. Determine a first position difference based on the position of the head end of the train and the position of the tail end of the train.

[0062] An in-vehicle ultra-wideband tag is installed at each of the head and tail ends of the train. Multiple ultra-wideband base stations are set up beside the track, and these base stations can cover the entire area where the train runs. During the operation of the train, the ultra-wideband tags at the head and tail ends continuously communicate bidirectionally with the ultra-wideband base stations beside the track, sending and receiving signals to determine their respective positions. The head position and the tail position of the train can both be calculated in the manner from S1301 to S1302 above. For each ultra-wideband base station beside the track, the distance between the ultra-wideband base station beside the track and the UWB tag at the head of the train is determined according to the round-trip time of the signal between them. Based on the position information of each ultra-wideband base station beside the track and the distance from the UWB tag at the head of the train, the head position of the train is determined. Similarly, the tail position of the train can be calculated through ultra-wideband communication. These position information can be the absolute position relative to a certain fixed point or the relative position relative to a certain moving reference point. Calculate the difference between the head position and the tail position of the train, that is, the first position difference, and this difference is close to the actual length of the train.

[0063] S320. Obtain the actual length of the train, and in the case where the first position difference is inconsistent with the actual length of the train, correct the head position and the tail position of the train.

[0064] Obtain the actual length of the train. The actual length of the train is a known fixed value stored in the system. Compare the first position difference with the actual length of the train. If the two are inconsistent (for example, the difference exceeds the preset threshold range), it is considered that there may be errors in the head and tail position information of the train. When it is found that the position information is inconsistent, start the correction process. The correction process can include recalculating the position information, using redundant sensor data for verification, or using other positioning technologies (such as GPS, radar, etc.) for assisted positioning. The corrected position information will be updated to the system for subsequent train monitoring and dispatching.

[0065] Specifically, the correction can be carried out in the following manner: Obtain the real-time speed data of the train from the radar speed measurement system or speed sensor. Synchronize the timestamps of the ultra-wideband positioning data and the real-time speed data to ensure that they correspond at the same time point. Use a data fusion algorithm to fuse the ultra-wideband positioning data and the real-time speed data. The data fusion algorithm can adopt methods such as weighted average and Kalman filtering, and select the most suitable algorithm according to the specific situation. Taking the weighted average method as an example, record the head position of the train as position_uwb, with the unit of meter (m). Obtain the real-time train speed data from the radar speed measurement system, denoted as speed_radar, with the unit of meter per second (m / s). Ensure that the timestamps of the two sets of data are aligned, that is, each position_uwb and the corresponding speed_radar are collected at the same time point.

[0066] According to factors such as the accuracy, stability, and environmental noise of the ultra-wideband positioning system and the radar speed measurement system, weights are assigned to the two sets of data. Assume that the weight assigned to the position of the train head, position_uwb, is weight_uwb, and the weight assigned to the train speed data, speed_radar, is weight_radar, and weight_uwb + weight_radar = 1. The assignment of the above weights weight_uwb and weight_radar needs to be debugged and optimized according to the actual situation of the system. The weighted average formula is used to calculate the fused position of the train head, denoted as position_fused[i]: position_fused[i] = (position_uwb[i] * weight_uwb) + (integrated_position[i] * weight_radar). The position information integrated_position[i] is calculated by the following formula: integrated_position[i] = integrated_position[i - 1]+ speed_radar[i - 1] * time_step where integrated_position[i - 1] is the position information at the (i - 1)-th time step, speed_radar[i - 1] is the train speed data at the (i - 1)-th time step, and time_step is the time interval of data sampling.

[0067] The position of the train tail can be corrected in the same sampling manner to obtain the corrected position of the train tail.

[0068] By real-time correcting the positions of the train head and tail, the present invention can significantly improve the accuracy of train positioning and reduce errors. Precise position information helps to promptly detect potential train conflicts or situations of deviating from the track, thereby enhancing the safety of train operation. At the same time, it helps to optimize the train scheduling plan, reduce waiting time and operation conflicts, and improve transportation efficiency.

[0069] In an optional embodiment, the train driving information includes the current train speed v_current and the current train acceleration a_current; generating a train control signal according to the train driving information and the current train position as described in step S140 above, and sending it to the corresponding execution structure to make the train stop at a preset parking position includes: S1401. Obtain preset safety parameters, which are the basis for ensuring the safe operation of the train. These parameters include the preset stop position stop_pos, the maximum allowable acceleration a_max, the maximum allowable deceleration a_min, the maximum allowable speed v_max, and the safety distance. These parameters are preset according to factors such as the train's performance, track conditions, and safety standards.

[0070] S1401. Determine the distance needed distance_needed to reach the stop point based on the preset stop position stop_pos, the current train position pos_current, and the safety distance safety_distance. This distance takes into account the safety margin required during the deceleration and stopping of the train. The distance needed distance_needed to reach the stop point is calculated by the following formula: distance_needed = stop_pos - pos_current + safety_distance S1402. Determine the minimum deceleration a_required_to_stop required to stop from the current speed based on the current train speed v_current and the distance needed distance_needed to reach the stop point: a_required_to_stop = -v_current 2 / (2 * distance_needed) S1403. When the current train speed is close to the maximum allowable speed and there is still a certain distance to the stop point, output a speed holding control signal. This helps the train maintain a stable speed before approaching the stop point and prepares for subsequent deceleration and stopping. If the minimum deceleration calculated based on the current train speed and the distance needed to reach the stop point exceeds the maximum allowable deceleration, output a deceleration control signal. This can ensure that the train does not exceed its physical limits during deceleration and ensure a safe stop. When the train approaches the preset stop position, the system outputs a braking control signal. This indicates that the train is about to enter the stopping phase and needs to execute the braking operation quickly and accurately.

[0071] Specifically, if the current train speed meets the first preset condition, or the current train position meets the second preset condition, a speed-holding control signal is output; wherein, the first preset condition is that the speed difference between the current train speed and the maximum allowable speed is less than the first preset threshold, and the second preset condition is that the position difference between the current train position and the preset stopping position is greater than the second preset threshold and less than the third preset threshold; if the minimum deceleration required from the current speed to a stop is greater than the maximum allowable deceleration, a deceleration control signal is output; if the position difference between the current train position and the preset stopping position is less than the second preset threshold, a braking control signal is output.

[0072] S1404. Send the speed-holding control signal, the deceleration control signal or the braking control signal to the corresponding actuator so that the train stops at the preset stopping position.

[0073] Send the generated speed-holding control signal or deceleration control signal to the corresponding actuators (such as the traction system, the braking system, etc.). These actuators adjust the running state of the train according to the received signals. Re-execute the above steps S120 - S130 and the above steps S1401 - S1403 until the position difference between the current train position and the preset stopping position is less than the second preset threshold, then output a braking control signal and send the braking control signal to the braking system to ensure that the train stops accurately at the preset stopping position.

[0074] Through preset safety parameters and a dynamically calculated control strategy, the present invention can monitor the running state of the train in real time and make corresponding adjustments, thereby effectively avoiding safety hazards such as speeding, excessive deceleration or inaccurate stopping. On the premise of ensuring safety, it can optimize the driving strategy according to the actual situation of the train and the track conditions, reduce unnecessary stopping and acceleration processes, and improve the running efficiency of the train. By adopting control algorithms and sensor technologies, it can accurately obtain the driving information and position information of the train to ensure the accuracy and reliability of the control signal.

[0075] The above on-vehicle system in the present invention refers to Figure 3As shown, it includes a Human-Machine Interface (HMI), a Train Control and Management System (TCMS), a Train Automatic Unit (TAU), a train control system, a balise antenna, a Trackside Radio Unit / Antenna Operation Module (TRU / AOM), an Automatic Train Operation (ATO) system, an Automatic Train Protection (ATP) system, a Balise Transmission Module (BTM), a HUB parsing module, and a radar.

[0076] The HMI is used to provide an intuitive display of the train's operating status, including speed, position, signal status, etc. It allows the operator to monitor the train's status and perform manual intervention when necessary. During the train's stopping process, the HMI can display the stop instruction, stop position information, and status confirmation after stopping.

[0077] The TCMS integrates the control, monitoring, and diagnostic functions of the train, and is used to collect real-time status information of various subsystems of the train, including traction, braking, doors, etc. According to the collected information and the preset stopping procedure, it sends instructions to the train control system to ensure the train stops smoothly.

[0078] The TAU and the ATO (Automatic Train Operation system) are responsible for implementing the train's automatic driving function. During the stopping process, the TAU automatically adjusts the train's speed according to the braking curve provided by the ATP (Automatic Train Protection system) and the stopping position information of the ATS (Automatic Train Supervision system) to ensure accurate stopping.

[0079] The train control system receives instructions from systems such as the TCMS, ATO, and ATP, and controls the train's traction and braking systems. During the stopping process, the train control system precisely controls the train's deceleration and stopping position according to the received instructions.

[0080] The balise antenna communicates wirelessly with the ground balise, receiving the position information and other key data sent by the balise. When the train approaches the platform, the balise antenna reads the balise data in the platform area to provide an accurate stopping position reference for the train.

[0081] The TRU / AOM is mainly used for wireless communication between the trackside and the train. During the parking process, it participates in transmitting the parking instruction and confirming the parking position information. Together with the transponder antenna, it ensures the accuracy and reliability of data exchange between the train and the ground.

[0082] Under the supervision of ATP, ATO is responsible for realizing the automatic driving function of the train, including acceleration, cruising, deceleration, and precise parking. By using on-vehicle sensors and the braking curve provided by ATP, it automatically adjusts the train speed to ensure that the train can stop smoothly and accurately at the predetermined position.

[0083] ATP monitors the running speed, position of the train, and the safe distance from the train ahead. When the train approaches the platform, ATP calculates a suitable braking curve according to the preset parking position and sends it to the train control system. This ensures that the train will not overspeed or rear-end during the parking process.

[0084] The BTM works together with the transponder antenna to receive and send transponder data. During the train parking process, the BTM ensures that the train can accurately read the transponder data in the platform area, thereby obtaining accurate parking position information.

[0085] The HUB parsing module processes data and information from different on-vehicle systems to ensure communication and cooperation between them. During the parking process, the HUB parsing module is responsible for parsing the parking instruction, position information, and other relevant data, providing accurate input for the train control system.

[0086] The radar is installed on the platform or the train. By emitting radar beams, it measures the actual distance between the train and the platform edge. These data are transmitted to the train control system in real time as a reference for parking position adjustment.

[0087] The following describes the platform area parking device provided by the present invention. The platform area parking device described below can be mutually referred to the platform area parking method described above.

[0088] For the platform area parking device provided by the present invention, a trackside ultra-wideband base station is set in the platform area. Referring to Figure 4 as shown, it includes the following modules: An information writing module 410, which is used to write the position information of the trackside ultra-wideband base station into the on-vehicle electronic map; An information acquisition module 420, which is used to acquire communication information when the on-vehicle ultra-wideband tag establishes a connection with the trackside ultra-wideband base station; A position determination module 430, which is used to determine the current train position according to the communication information and the on-vehicle electronic map; A signal generation module 440 is configured to obtain train running information from an in-vehicle ultra-wideband tag, generate a train control signal according to the train running information and the current train position, and send the signal to a corresponding execution structure to make the train stop at a preset parking position.

[0089] Figure 5 An entity structure diagram of an electronic device is exemplified, as Figure 5 shown. The electronic device may include: a processor 510, a communications interface 520, a memory 530, and a communication bus 540. Among them, the processor 510, the communications interface 520, and the memory 530 communicate with each other through the communication bus 540. The processor 510 may call logic instructions in the memory 530 to execute the platform area parking method.

[0090] In addition, when the logic instructions in the above-mentioned memory 530 are implemented in the form of a software functional unit and sold or used as an independent product, they may be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of the technical solution, may be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. The foregoing storage medium includes: various media such as a USB flash drive, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk, or an optical disc that can store program codes.

[0091] On the other hand, the present invention also provides a computer program product. The computer program product includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the platform area parking method provided by the above-mentioned methods.

[0092] On yet another aspect, the present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it is implemented to execute the platform area parking method provided by the above-mentioned methods.

[0093] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. A person of ordinary skill in the art can understand and implement it without creative labor.

[0094] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the essence of the above technical solution, or the part that contributes to the prior art, can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A parking method in a platform area, characterized in that: The platform area is provided with a trackside ultra-wideband base station, and the method comprises: Writing the location information of the trackside ultra-wideband base station into the on-board electronic map; When the vehicle-mounted ultra-wideband tag establishes a connection with the trackside ultra-wideband base station, communication information is obtained; Determine the current train position according to the communication information and the onboard electronic map; The train travel information is obtained from the on-board ultra-wideband tag, a train control signal is generated according to the train travel information and the current train position, and is sent to a corresponding execution structure so that the train stops at a preset stop position.

2. The platform area parking method according to claim 1, characterized in that: The communication information includes a base station identifier and a signal round trip time; and determining the current train position according to the communication information and the onboard electronic map includes: For each trackside UWB base station, the distance between the trackside UWB base station and the on-board UWB tag is determined based on the round-trip time of the signal between the trackside UWB base station and the on-board UWB tag; Acquiring location information of a corresponding trackside ultra-wideband base station from the on-board electronic map according to the base station identifier; The current train position is determined based on the location information of each trackside UWB base station and the distance to the onboard UWB tag.

3. The platform area parking method according to claim 2, characterized in that: The on-board ultra-wideband tags are provided at both ends of the train; during the operation of the train, the ultra-wideband tags at both ends respectively communicate bidirectionally with the trackside ultra-wideband base station; the current train position includes the train head end position and the train tail end position; the method further includes: Determine a first position difference according to the train head end position and the train tail end position; The actual length of the train is obtained, and when the first position difference is inconsistent with the actual length of the train, the position of the first end of the train and the position of the rear end of the train are corrected.

4. The platform area parking method according to claim 2, characterized in that: The signal round trip time is determined by: Controlling the vehicle-mounted ultra-wideband tag to send an ultra-wideband signal, and the trackside ultra-wideband base station to send a response signal to the vehicle-mounted ultra-wideband tag; The signal round trip time is determined according to the timestamp of sending the ultra-wideband signal and the timestamp of receiving the response signal.

5. The platform area parking method according to claim 1, characterized in that: The acquiring of communication information when the vehicle-mounted ultra-wideband tag establishes a connection with the trackside ultra-wideband base station includes: When the vehicle-mounted ultra-wideband tag establishes a connection with the trackside ultra-wideband base station, the trackside ultra-wideband base station is controlled to send a base station signal to the vehicle-mounted ultra-wideband tag; After the vehicle-mounted ultra-wideband tag receives the base station signal, the base station signal is transmitted to the hub analysis module; The hub analysis module analyzes the base station signal according to a preset ultra-wideband communication protocol to obtain the communication information.

6. The platform area parking method according to claim 1, characterized in that: The train travel information includes the current train speed and the current train acceleration; the generating of the train control signal according to the train travel information and the current train position and sending the signal to the corresponding execution structure so that the train stops at the preset stop position includes: Acquiring preset safety parameters; wherein the preset safety parameters include a maximum allowable speed, a maximum allowable acceleration, a maximum allowable deceleration, a safety distance, and a preset parking position; Determining the distance required to reach the parking point according to the preset parking position, the current train position and the safety distance; Determining the minimum deceleration required to stop from the current speed according to the current train speed and the distance required to reach the stopping point; If the current train speed satisfies a first preset condition, or the current train position satisfies a second preset condition, a speed-maintaining control signal is output; wherein the first preset condition is that the difference between the current train speed and the maximum allowable speed is less than a first preset threshold, and the second preset condition is that the difference between the current train position and the preset parking position is greater than a second preset threshold and less than a third preset threshold; If the minimum deceleration required from the current speed to stop is greater than the maximum allowable deceleration, a deceleration control signal is output; If the difference between the current train position and the preset parking position is less than the second preset threshold, outputting a braking control signal; The speed maintaining control signal or the deceleration control signal is sent to the corresponding actuator until a braking control signal is output, and the braking control signal is sent to the train braking system to stop the train at the preset parking position.

7. A parking device in a platform area, characterized in that: The platform area is provided with a trackside ultra-wideband base station, and the device comprises: An information writing module, used for writing the location information of the trackside ultra-wideband base station into the vehicle-mounted electronic map; An information acquisition module, used to acquire communication information when the vehicle-mounted ultra-wideband tag establishes a connection with the trackside ultra-wideband base station; A position determination module, used to determine the current train position based on the communication information and the onboard electronic map; The signal generation module is used to obtain train travel information from the on-board ultra-wideband tag, generate a train control signal according to the train travel information and the current train position, and send it to the corresponding execution structure to make the train stop at a preset parking position.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the computer program, the platform area parking method according to any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the platform area parking method according to any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the platform area parking method according to any one of claims 1 to 6 is implemented.

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