Urban rail transit train head and tail positioning redundancy method

Abstract

The invention discloses an urban rail transit train head and tail positioning redundancy method, and belongs to the technical field of urban rail transit. If the active end positioning reading system fails, non-active end positioning information is collected through the non-active end positioning reading system, and the non-active end positioning information is converted through a correction algorithm; if the activated end positioning reading system returns to normal and the non-activated end positioning reading system breaks down, the activated end positioning reading system is switched back to collect activated end positioning information to position the train, and the activated end repositioning function is achieved through a standby operation scheme of the non-activated end positioning reading system. In this way, CBTC mode operation can still be kept under the fault condition, the system availability of the activation end positioning reading system under the fault condition is further improved, and the operation efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit, and specifically, to a method for redundant positioning of the head and tail of an urban rail transit train. Background Art

[0002] Currently, in urban rail transit, CC (on-vehicle controller) subsystems and peripheral positioning reading systems are configured at both the head and tail ends of the train. The communication train activation end reads the beacon message set on the line through the positioning reading system for repositioning. When the activation end positioning reading system fails, the activation end cannot implement the repositioning function. When the train continuously misses reading N beacons (engineering data can be configured) or the uncertainty exceeds the set threshold, the communication train will lose the train positioning and apply emergency braking, and cannot continue to operate in the CBTC (Communication Based Train Control) mode. Moreover, the platform door interlock operation also needs to be completed manually, seriously affecting the operation efficiency.

[0003] Chinese Patent, Publication No.: CN115593472A, Publication Date: January 13, 2023, discloses a train repositioning method, which records the positions of existing trackside recognizable markers along the whole line; when the train loses positioning due to equipment or communication failures on the line, it confirms the current actual state of the train; drives the train to stop in front of the nearest trackside recognizable marker within the forward protection range; sends a train repositioning request to the trackside control system; after receiving the train repositioning request, the trackside control system sends a receipt of the request to the ATS system after verification; within the valid time of the safety command, the central dispatching terminal sends a confirmation command for train repositioning for the second confirmation of this repositioning; when the trackside control system receives the correct confirmation command sent by the ATS system within the validity period, it creates a protection envelope for the faulty train within a limited range in front of this marker. When repositioning, the train still needs to be braked, thus affecting the original normal operation of the train. Summary of the Invention

[0004] In order to solve the problem that the train cannot be relocated due to the failure of the positioning and reading system at the active end of the train, and thus the train positioning is lost, the present invention provides a redundant method for the head and tail positioning of urban rail transit trains. The method detects in real time whether the positioning and reading systems at the active end and the inactive end are faulty. If the positioning and reading system at the active end fails, the positioning information of the inactive end is collected by the positioning and reading system at the inactive end, and the positioning information of the inactive end is converted by a correction algorithm. If the positioning and reading system at the active end recovers to normal and the positioning and reading system at the inactive end fails, the positioning and reading system at the active end is switched back to the positioning and reading system at the active end to collect the positioning information of the active end to locate the train. The relocation function of the active end is realized by the backup operation plan of the positioning and reading system at the inactive end, so as to ensure that the CBTC mode operation can be maintained in the event of a failure, thereby further improving the system availability under the failure of the positioning and reading system at the active end and improving the operation efficiency.

[0005] In a first aspect, a technical solution provided in an embodiment of the present invention is: a method for redundant positioning of the head and tail of an urban rail transit train, comprising the following steps: S1. A positioning reading system is configured at both ends of the train, and the onboard subsystem disposed at the front of the train is determined as the active end, and the onboard subsystem disposed at the rear of the train is determined as the inactive end; S2, based on the train operation positioning principle, real-time detection of the operating status of the positioning reading system; S3. If the positioning and reading system of the activated end fails and the positioning and reading system of the inactivated end is normal, the train is positioned based on the positioning information of the inactivated end collected by the positioning and reading system of the inactivated end and combined with the correction algorithm; when the positioning and reading system of the activated end returns to normal and the positioning and reading system of the inactivated end fails, the train is positioned based on the positioning information of the activated end collected by the positioning and reading system of the activated end; if the positioning and reading systems at both ends fail, braking measures are taken on the train.

[0006] In this solution, by configuring the positioning reading system at both ends of the train, the system has redundancy. When a fault occurs at one end, the system at the other end can continue to work to ensure that the train positioning function is not interrupted, thereby improving the overall reliability of the system; when the positioning reading system at one end fails, the system can automatically switch to the normal system at the other end for positioning, avoiding potential safety risks caused by positioning failure. If both systems at both ends fail, the system will take braking measures to further ensure the safety of the train and passengers; because the system has redundancy, even if one end of the system fails, the train can still operate normally, which provides maintenance personnel with more time to troubleshoot and repair faults, reduces the need for emergency maintenance, thereby optimizing maintenance costs, and also reduces operational interruptions caused by faults, improving train operation efficiency.

[0007] Preferably, in S1, when the train is running, the positioning and reading system reads the positioning beacons on the line in real time to generate positioning information, and sends the positioning information to the corresponding on-vehicle subsystem. The on-vehicle subsystem performs real-time positioning of the train based on the positioning information.

[0008] In this solution, the positioning and reading system can read the positioning beacons on the line in real time, generate accurate positioning information, and send this information to the on-vehicle subsystem. This real-time performance ensures the accurate positioning of the train's position, helps the train maintain high-precision position control during operation, reduces position errors, and also provides a data basis for repositioning the train through the positioning information of the non-active end when the positioning and reading system at the active end fails.

[0009] Preferably, in S2, based on the train operation positioning principle, the operation status of the positioning and reading system is detected in real time, including the following steps: When the train's active end is running, the number of positioning beacons continuously collected by the positioning and reading system is detected in real time. If the positioning and reading system cannot read n consecutive positioning beacons, it is determined that the corresponding positioning and reading system has failed; The on-vehicle subsystem detects the uncertainty of the train in real time. If the train uncertainty exceeds the set threshold, it is determined that the corresponding positioning and reading system has failed.

[0010] In this solution, by detecting whether the positioning and reading system can continuously read the positioning beacons, the system can determine whether it is working properly. If the positioning and reading system cannot read n consecutive positioning beacons, the system will promptly determine it as a failure and take corresponding measures, thus ensuring the reliability of the positioning system and avoiding operation problems caused by positioning failure; by detecting the uncertainty of the train in real time (such as position deviation or decreased positioning accuracy) and determining it as a failure when it exceeds the set threshold, the risk during train operation can be effectively reduced. For example, if the positioning system has a deviation, the system can promptly take measures (such as switching to a backup system or braking) to prevent the train from deviating from the predetermined track or colliding; by detecting the status of the positioning and reading systems at both ends in real time, the system can quickly switch to the backup system at the non-active end when the active end fails, and ensure the continuity of the train positioning function by setting a redundant switching mechanism, avoiding operation interruptions caused by single-point failures.

[0011] Preferably, in S2, when detecting the operation status of the positioning and reading system, a status identifier is generated based on the detection result. If the operation status of the positioning and reading system is normal, the status identifier is 1; if the positioning and reading system has an operation failure, the status identifier is 0.

[0012] In this solution, a simple and intuitive way is provided to represent the operating state of the positioning and reading system through a status identifier (1 represents normal, 0 represents failure). Using a binary identifier enables the system to quickly determine whether the positioning and reading system is working properly, thus simplifying the fault judgment and handling process. The status identifier can provide basic data for the automated decision-making of the system. The system can automatically switch the positioning and reading system, adjust the train operation strategy, or trigger an alarm mechanism according to the value of the identifier. Using automated decision-making can reduce the dependence on manual intervention, thereby improving the intelligence level of the system.

[0013] Preferably, in S3, based on the non-activated end positioning information collected by the positioning and reading system of the non-activated end and combined with a calibration algorithm, the train is positioned, including the following steps: The non-activated end positioning information at least includes the maximum head position, minimum head position, and original head position of the non-activated end; adding the maximum cumulative displacement of the non-activated end within the head and tail transmission communication delay time to the maximum head position of the non-activated end to obtain the maximum head position of the activated end; Taking the minimum head position of the non-activated end as the minimum head position of the activated end; Adding the maximum cumulative displacement of the non-activated end within the head and tail transmission communication delay time to the original head position of the non-activated end to obtain the original head position of the activated end; Position the train based on the maximum head position, minimum head position, and original head position of the activated end.

[0014] In this solution, when the positioning and reading system of the activated end fails, the system can continue to position the train using the positioning information of the non-activated end and combined with a calibration algorithm. Setting up a fault tolerance mechanism ensures that the train can still operate normally when some system failures occur, avoiding operation interruptions caused by positioning failures. By considering the maximum cumulative displacement of the non-activated end within the head and tail transmission communication delay time, the head position of the activated end can be calculated more accurately, thus optimizing the positioning accuracy and reducing the positioning error caused by communication delay or displacement changes. When the activated end positioning system fails, the system can seamlessly switch to the positioning information of the non-activated end and continue to position the train combined with a calibration algorithm. Using a redundancy mechanism ensures the continuous operation of the train and avoids train stoppages or delays caused by positioning system failures.

[0015] Preferably, in S3, if the activated end positioning and reading system continuously reads m positioning beacons after a failure, it is determined that the activated end positioning and reading system is in a usable state; detect the operating state of the non-activated end positioning and reading system. If the non-activated end positioning and reading system is operating normally, continue to position the train based on the non-activated end positioning information collected by the non-activated end positioning and reading system and combined with a calibration algorithm until the non-activated end positioning and reading system fails.

[0016] In this solution, after a failure occurs in the active-end positioning and reading system, the state detection of the active-end positioning and reading system is still carried out. At this time, the active-end positioning and reading system only serves as a judgment for the recovery of the health state of the local positioning and reading system. Only when a failure occurs in the non-active-end positioning and reading system will the positioning and reading system be considered for switching. When switching the positioning and reading system, it must be ensured that the local positioning and reading system is faulty and the other-end positioning and reading system is normal. If both ends' positioning and reading systems are faulty, braking measures will be taken.

[0017] Preferably, in S3, the active-end positioning information at least includes the maximum head position, minimum head position, and original head position of the active end.

[0018] In this solution, the train can judge the moving distance of the train and the position change during the train's movement through the maximum head position, minimum head position, original head position, the number of read positioning beacons, and the movement time, so as to position the train's position.

[0019] Preferably, the train uncertainty is the difference between the positioning error of the train when operating in the CBTC mode and the set maximum deviation threshold.

[0020] In this solution, the CBTC mode is the operation mode of the train under the control of the communication-based train control system, mainly the automatic driving mode. In the automatic driving mode, the real-time positioning of the train is crucial. Therefore, if the positioning error of the train exceeds the threshold, it may cause problems in the train control on the entire track line. Therefore, when the positioning error of the train exceeds the threshold, the train needs to be repositioned to ensure that the train's positioning is always in a normal state.

[0021] Preferably, the positioning and reading system of the non-active end sends the read non-active end positioning information to the on-vehicle subsystem of the active end through the Ethernet and the on-vehicle switch.

[0022] In this solution, in order to reduce the delay from the non-active end positioning and reading system reading the positioning beacon to generate the non-active end positioning information to the on-vehicle subsystem of the active end, the positioning and reading system and the on-vehicle subsystem are connected through the Ethernet, and then the on-vehicle switch is used to connect the on-vehicle subsystem of the active end and the on-vehicle subsystem of the non-active end to realize information interaction, thereby reducing the communication delay between the non-active end positioning and reading system and the on-vehicle subsystem of the active end, reducing the positioning error, and improving the positioning accuracy.

[0023] Preferably, the arrangement of the positioning beacons is set based on the pre-specified stopping points in the train operation direction and the distance between the head and tail positioning and reading devices.

[0024] In this solution, the set positioning beacon complies with the local traffic system. Therefore, the proper setting of the positioning beacon also provides great convenience for the system to calculate the specific position of the train based on the positioning beacon, thus ensuring the positioning accuracy.

[0025] Advantages of the present invention: When the active end CC of the communication train detects a fault in the local positioning reading system, and the non-active end CC and the positioning reading system are in a healthy state, the active end directly obtains the tail-end positioning information through the head and tail positioning redundancy mechanism to implement the repositioning function of the active end, so as to ensure that the CBTC mode can still be operated in case of a fault, further improving the system availability under the fault of the active end positioning reading system and improving the operation efficiency.

[0026] The above description of the invention content is only an overview of the technical solution of the present invention. In order to understand the technical means of the present invention more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable, the following specific embodiments of the present invention are specifically given. Brief Description of the Drawings

[0027] By reading the detailed description of the non-restrictive embodiments with reference to the following drawings, other features, purposes and advantages of the present invention will become more obvious. The drawings are only for the purpose of showing the preferred embodiments and are not considered as a limitation of the present invention. Moreover, throughout the drawings, the same reference numerals are used to represent the same components.

[0028] Figure 1 It is a flowchart of a method for head and tail positioning redundancy of urban rail transit trains according to the present invention; Figure 2 It is a judgment and execution logic diagram of the on-vehicle subsystem according to the present invention; Figure 3 It is a schematic diagram of a fault in the active end positioning reading system according to the present invention; Figure 4 It is a schematic diagram of the train position according to the present invention. Detailed Description of the Embodiment

[0029] To make the purpose, technical solution and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described here are only the best embodiments of the present invention, only used to explain the present invention, and do not limit the protection scope of the present invention. All other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present invention.

[0030] Before discussing the exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts depict the operations (or steps) as sequential processes, many of the operations (or steps) can be implemented in parallel, concurrently, or simultaneously. In addition, the order of the operations can be rearranged. The process can be terminated when its operations are completed, but it can also have additional steps not included in the drawings; the process can correspond to a method, function, procedure, subroutine, subprogram, and so on.

[0031] Embodiment: As Figure 1 shown, to solve the problem that the train cannot complete repositioning and loses its train positioning due to a failure in the train activation end positioning reading system, this embodiment provides a method for redundant positioning of the head and tail of an urban rail transit train, including the following steps: S1: Configure a positioning reading system at both the head and tail ends of the train. Determine the on-vehicle subsystem set at the head of the train as the activation end, and determine the on-vehicle subsystem set at the tail of the train as the non-activation end.

[0032] In this embodiment, when the train is running, the positioning reading system reads the positioning beacons on the line in real time to generate positioning information, and sends the positioning information to the corresponding on-vehicle subsystem. The on-vehicle subsystem performs real-time positioning of the train based on the positioning information.

[0033] The positioning reading system in this embodiment can read the positioning beacons on the line in real time, generate accurate positioning information, and send this information to the on-vehicle subsystem. This real-time nature ensures the accurate positioning of the train's position, helps the train maintain high-precision position control during operation, reduces position errors, and also provides a data basis for repositioning the train through the positioning information of the non-activation end when the activation end positioning reading system fails later.

[0034] S2: Based on the train operation positioning principle, detect the operating states of the positioning reading systems at both the head and tail ends of the train in real time.

[0035] In this embodiment, based on the train operation positioning principle, detecting the operating states of the positioning reading systems at both the head and tail ends of the train in real time includes the following steps: When the train activation end is running, detect the number of positioning beacons continuously collected by the positioning reading system in real time. If the positioning reading system cannot read n consecutive positioning beacons, it is determined that the corresponding positioning reading system has a failure; The on-vehicle subsystem detects the uncertainty of the train in real time. If the train uncertainty exceeds the set threshold, it is determined that the corresponding positioning reading system has a failure.

[0036] In this embodiment, by detecting whether the positioning and reading system can continuously read the positioning beacon, the system can determine whether it is working properly. If the positioning and reading system fails to read continuously for n positioning beacons, the system will promptly determine it as a failure and take corresponding measures, thus ensuring the reliability of the positioning system and avoiding operation problems caused by positioning failure. By detecting the uncertainty of the train in real time (such as position deviation or decreased positioning accuracy) and determining it as a failure when exceeding the set threshold, the risk during train operation can be effectively reduced. For example, if there is a deviation in the positioning system, the system can promptly take measures (such as switching to a backup system or braking) to prevent the train from deviating from the predetermined track or colliding. By detecting the status of the positioning and reading systems at both the head and the tail in real time, the system can quickly switch to the backup system at the non-activated end when the activated end fails, ensuring the continuity of the train positioning function through the redundant switching mechanism and avoiding operation interruption caused by a single-point failure.

[0037] In this embodiment, when detecting the operating status of the positioning and reading systems at both the head and the tail of the train, a status identifier is generated based on the detection result. If the operating status of the positioning and reading system is normal, the status identifier is 1; if the positioning and reading system has an operating failure, the status identifier is 0.

[0038] This embodiment provides a simple and intuitive way to represent the operating status of the positioning and reading system through the status identifier (1 represents normal, 0 represents failure). Using the binary identifier enables the system to quickly determine whether the positioning and reading system is working properly, thus simplifying the fault judgment and handling process. The status identifier can provide basic data for the automated decision-making of the system. The system can automatically switch the positioning and reading system, adjust the train operation strategy, or trigger the alarm mechanism according to the value of the identifier. Using automated decision-making can reduce the dependence on manual intervention and thus improve the intelligent level of the system.

[0039] S3: If the positioning and reading system at the activated end fails and the positioning and reading system at the non-activated end is normal, the train is positioned based on the non-activated end positioning information collected by the non-activated end positioning and reading system and in combination with the calibration algorithm. When the positioning and reading system at the activated end resumes normal operation and the positioning and reading system at the non-activated end fails, the train is positioned based on the activated end positioning information collected by the activated end positioning and reading system. If both positioning and reading systems at both ends fail, braking measures are taken for the train.

[0040] In this embodiment, positioning the train based on the non-activated end positioning information collected by the non-activated end positioning and reading system and in combination with the calibration algorithm includes the following steps: The non-activated end positioning information includes at least the maximum head position, the minimum head position, and the original head position of the non-activated end; the maximum head position of the activated end is obtained by adding the maximum cumulative displacement of the non-activated end within the head and tail transmission communication delay time to the maximum head position of the non-activated end; Take the minimum nose position of the non - active end as the minimum nose position of the active end; Add the maximum cumulative displacement of the non - active end within the head - tail transmission communication delay time to the original nose position of the non - active end to obtain the original nose position of the active end; Locate the train based on the maximum nose position, minimum nose position, and original nose position of the active end.

[0041] In this embodiment, when the positioning reading system of the active end fails, the system can use the positioning information of the non - active end and combine it with a calibration algorithm to continue to locate the train. Setting up a fault - tolerance mechanism ensures that the train can still operate normally when some system failures occur, avoiding operation interruptions caused by positioning failures; by considering the maximum cumulative displacement of the non - active end within the head - tail transmission communication delay time, the nose position of the active end can be calculated more accurately, thus optimizing the positioning accuracy and reducing the positioning error caused by communication delay or displacement changes; when the active - end positioning system fails, the system can seamlessly switch to the positioning information of the non - active end and combine it with a calibration algorithm to continue to locate the train. Adopting a redundancy mechanism ensures the continuous operation of the train and avoids train stoppages or delays caused by positioning system failures.

[0042] In this embodiment, if the active - end positioning reading system continuously reads m positioning beacons after a fault, it is determined that the active - end positioning reading system is in a usable state; detect the operating state of the non - active - end positioning reading system. If the non - active - end positioning reading system is operating normally, continue to locate the train based on the non - active - end positioning information collected by the non - active - end positioning reading system and combine it with a calibration algorithm until the non - active - end positioning reading system fails.

[0043] In this embodiment, after the active - end positioning reading system fails, the state of the active - end positioning reading system is still detected. At this time, the active - end positioning reading system is only used to judge the recovery of the health state of the local positioning reading system. Only when the non - active - end positioning reading system fails will the positioning reading system be considered for switching. When switching the positioning reading system, it must be ensured that the local positioning reading system is faulty and the other - end positioning reading system is normal. If both ends of the positioning reading system are faulty, braking measures will be taken.

[0044] In this embodiment, the active - end positioning information at least includes the maximum nose position, minimum nose position, and original nose position of the active end.

[0045] In this embodiment, the train can judge the moving distance of the train and the position change during the train's movement through the maximum nose position, minimum nose position, original nose position, the number of read positioning beacons, and the movement time, so as to locate the position of the train.

[0046] In this embodiment, the train uncertainty is the difference between the positioning error of the train when operating in the CBTC mode and the set maximum deviation threshold.

[0047] The CBTC mode in this embodiment is the operation mode of the train under the control of the communication-based train control system, mainly the automatic driving mode. In the automatic driving mode, the real-time positioning of the train is crucial. Therefore, if the positioning error of the train exceeds the threshold, it may cause problems in the train control on the entire track line. Therefore, when the positioning error of the train exceeds the threshold, the train needs to be repositioned to ensure that the positioning of the train is always in a normal state.

[0048] In this embodiment, the positioning reading system at the non-activated end sends the read non-activated end positioning information to the on-vehicle subsystem at the activated end through Ethernet and the on-vehicle switch.

[0049] In this embodiment, in order to reduce the delay from the positioning beacon read by the non-activated end positioning reading system to generate the non-activated end positioning information to the on-vehicle subsystem at the activated end, the positioning reading system and the on-vehicle subsystem are connected through Ethernet, and then the on-vehicle subsystems at the activated end and the non-activated end are connected through the on-vehicle switch to realize information interaction, thereby reducing the communication delay between the non-activated end positioning reading system and the on-vehicle subsystem at the activated end, reducing the positioning error, and improving the positioning accuracy.

[0050] In this embodiment, the arrangement of the positioning beacons is set based on the pre-specified stop points in the train operation direction and the distance between the head and tail positioning reading devices.

[0051] The positioning beacons set in this embodiment comply with the local traffic regulations. Therefore, the regular setting of the positioning beacons also provides great convenience for the system to calculate the specific position of the train based on the positioning beacons, thereby ensuring the positioning accuracy.

[0052] As a further supplement to this embodiment, the following scenario is taken as an example to further illustrate this solution: As Figure 2 shown, when the CC at the activated end judges that there are CC_CFG_N_BALISE_MISSED_REDUNDANCY consecutive beacons, or the train uncertainty CBTC_CFG_ERR_MAX_LOC exceeds the threshold, the CC at the activated end determines that the positioning reading system at the activated end fails. Specifically, as Figure 3 shown, where CC_CFG_N_BALISE_MISSED_REDUNDANCY and CBTC_CFG_ERR_MAX_LOC are respectively extracted from the operation data of the on-vehicle subsystem and the CBTC system.

[0053] If a non - active end CC and a positioning reading system failure status are detected at this time, the mechanism cannot be switched, the train will lose positioning, and an emergency brake (EB) will be applied. If a non - active end CC and a healthy positioning reading system are detected at this time, the active end CC directly uses the position of the leading end of the train, the original leading - end position, and the minimum leading - end position of the non - active end positioning system to enable the train to continue operating in the CBTC mode.

[0054] During the operation using the non - active end positioning system, if the active end CC and the positioning system continuously and normally read the beacon messages of N (configurable in engineering data), the active end CC determines that the local positioning system has recovered to a healthy state. However, at this time, the active end CC still continues to use the non - active end positioning system.

[0055] When the non - active end positioning system fails, it can be switched to the active end positioning system again to continue maintaining the CBTC mode of operation.

[0056] As Figure 4 shown, the CC position information of the communication train includes the maximum leading - end (MaxHeadPosition), the minimum leading - end (MinHeadPosition), the maximum trailing - end (MaxRearPosition), the minimum trailing - end (MinRearPosition), and the original leading - end (RawHeadPosition).

[0057] When the active end positioning reading system fails, the following algorithm is used to calculate the position information of the leading end of the current active end through the non - active end: maximum leading - end position = the position of the maximum leading - end in the non - active end message + the maximum cumulative displacement of this end during the communication delay time between the head and the tail; original leading - end position = the position of the original leading - end in the non - active end message + the maximum cumulative displacement of this end during the communication delay time between the head and the tail; minimum leading - end position = the position of the minimum leading - end in the non - active end message; The non - active end CC sends the above - mentioned maximum leading - end position, original leading - end position, and minimum leading - end position to the active end CC to enable the train to continue operating in the CBTC mode.

[0058] From the above embodiments, at least the following substantial effects can be achieved: In the present invention, when the active end CC of the communication train detects a failure of the local positioning reading system and the non - active end CC and the positioning reading system are both in a healthy state, the active end directly obtains the tail - end positioning information through the head - and - tail positioning redundancy mechanism to implement the re - positioning function of the active end, so as to ensure that the CBTC mode of operation can still be maintained in case of a failure, further improving the system availability in case of a failure of the active end positioning reading system and improving the operation efficiency.

[0059] The above-described specific embodiments are the preferred embodiments of a method for redundant positioning of the head and tail of an urban rail transit train according to the present invention, and do not limit the specific implementation scope of the present invention. The scope of the present invention includes but is not limited to these specific embodiments. Any equivalent changes made in accordance with the shape and structure of the present invention are within the protection scope of the present invention.

Claims

1. An end - to - end positioning redundancy method for urban rail transit trains, characterized in that: It includes the following steps: S1. Configure a positioning and reading system at both the head and the tail of the train. Determine the on-vehicle subsystem set at the head of the train as the active end, and the on-vehicle subsystem set at the tail of the train as the non-active end; S2. Based on the train operation positioning principle, detect the operation status of the positioning and reading system in real time; S3. If the positioning and reading system at the active end fails and the positioning and reading system at the non-active end is normal, then position the train based on the non-active end positioning information collected by the non-active end positioning and reading system and in combination with a calibration algorithm; When the positioning and reading system at the active end returns to normal and the positioning and reading system at the non-active end fails, then position the train based on the active end positioning information collected by the active end positioning and reading system; If the positioning and reading systems at both ends fail, then take braking measures for the train.

2. A method for redundant positioning at the head and tail of an urban rail transit train according to claim 1, characterized in that: In S1, when the train is running, the positioning and reading system reads the positioning beacons on the line in real time to generate positioning information, and sends the positioning information to the corresponding on-vehicle subsystem. The on-vehicle subsystem positions the train in real time based on the positioning information.

3. A method for redundant positioning at the head and tail of an urban rail transit train according to claim 2, characterized in that: In S2, based on the train operation positioning principle, detecting the operation status of the positioning and reading system in real time includes the following steps: When the active end of the train is running, detect the number of positioning beacons continuously collected by the positioning and reading system in real time. If the positioning and reading system cannot read n consecutive positioning beacons, then determine that the corresponding positioning and reading system has failed; The on-vehicle subsystem detects the uncertainty of the train in real time. If the uncertainty of the train exceeds the set threshold, then determine that the corresponding positioning and reading system has failed.

4. A method for redundant positioning at the head and tail of an urban rail transit train according to claim 1, characterized in that: In S2, when detecting the operation status of the positioning and reading system, generate a status identifier based on the detection result. If the operation status of the positioning and reading system is normal, the status identifier is 1; if the operation of the positioning and reading system fails, the status identifier is 0.

5. A method for redundant positioning at the head and tail of an urban rail transit train according to claim 1, characterized in that: In S3, positioning the train based on the non-active end positioning information collected by the non-active end positioning and reading system and in combination with a calibration algorithm includes the following steps: The non-active end positioning information at least includes the maximum head position, the minimum head position and the original head position of the non-active end; Add the maximum cumulative displacement of the non-active end within the head and tail transmission communication delay time to the maximum head position of the non-active end to obtain the maximum head position of the active end; Use the minimum head position of the non-active end as the minimum head position of the active end; Add the maximum cumulative displacement of the non-active end within the head and tail transmission communication delay time to the original head position of the non-active end to obtain the original head position of the active end; Position the train based on the maximum head position, the minimum head position and the original head position of the active end.

6. A method for redundant positioning at the head and tail of an urban rail transit train according to claim 5, characterized in that: In S3, if the active - end positioning and reading system continuously reads m positioning beacons after a fault, it is determined that the active - end positioning and reading system is in a usable state; Detect the operating state of the non - active - end positioning and reading system. If the non - active - end positioning and reading system is operating normally, continue to position the train based on the non - active - end positioning information collected by the non - active - end positioning and reading system and combined with the calibration algorithm until the non - active - end positioning and reading system fails.

7. A method for redundant positioning of the head and tail of an urban rail transit train according to claim 1, characterized in that: In S3, the active - end positioning information at least includes the maximum head position, the minimum head position, and the original head position of the active end.

8. A method for redundant positioning of the head and tail of an urban rail transit train according to claim 3, characterized in that: The train uncertainty is the difference between the positioning error of the train when operating in the CBTC mode and the set maximum deviation threshold.

9. A method for redundant positioning of the head and tail of an urban rail transit train according to claim 5, characterized in that: The non - active - end positioning and reading system sends the read non - active - end positioning information to the on - vehicle subsystem at the active end through Ethernet and the on - vehicle switch.

10. A method for redundant positioning of the head and tail of an urban rail transit train according to claim 3 or 6, characterized in that: The layout of the positioning beacons is set based on the stopping points in the pre - specified train operation direction and the distance between the head - and - tail positioning and reading devices.

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