A method and system for planning safe train operation sections

Abstract

The train safe operation section planning method and system provided by this invention involves: acquiring the train's original positioning data and performing error compensation to obtain first positioning data; obtaining virtual axle counting areas based on the transmission time, operating speed, and pre-designed axle installation area of ​​the original positioning data; mapping the vertex coordinates of all virtual axle counting areas to form a mapping map; determining whether the first positioning data falls within the virtual axle counting area in the mapping map, and obtaining the train's second positioning data accordingly; sequentially processing the second positioning data to obtain safe positioning data; and planning the safe operation section for each train based on multiple safe positioning data and target information. Compared to existing technologies, this invention reduces trackside equipment maintenance costs by replacing existing axle counting equipment with virtual axle counting, and improves train operation safety by combining safe positioning data to plan the safe operation section for each train.

Description

Technical Field

[0001] This invention relates to the field of train safety positioning technology, and in particular to a method and system for planning safe train operation sections. Background Technology

[0002] Traditional rail transit relies on tracks and uses axle counters to detect train occupancy, while also managing safe routes and authorization information for trains. However, intelligent rail transit lacks the constraints of tracks, allowing trains to suddenly enter the virtual track, and it cannot use axle counters to detect train occupancy.

[0003] Currently, because intelligent rail transit trains operate on virtual tracks without switches, it's impossible to install axle counters alongside the virtual tracks. There's also no section occupancy detection. Therefore, the train's automatic driving system cannot perform safe route control, establish and unlock train routes, or ensure the train travels along the predetermined path, thus posing a potential safety hazard.

[0004] Therefore, providing a method and system for planning train safe operation sections to solve the above problems is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a method for planning safe train operation sections. This method is logically clear, safe, effective, reliable, and easy to operate, replacing existing axle counting equipment with a virtual axle counter. This reduces trackside equipment maintenance costs while improving train operation safety.

[0006] Based on the above objectives, the technical solution provided by the present invention is as follows:

[0007] A method for planning safe train operation sections includes the following steps:

[0008] The train's original positioning data is obtained from the satellite positioning module, and the error of the original positioning data is compensated to obtain the train's first positioning data.

[0009] Based on the transmission time of the original positioning data, the train's running speed, and the pre-designed axle installation area, a virtual axle counting area is obtained. The vertex coordinates of all the virtual axle counting areas are obtained through mapping to form a mapping map.

[0010] Based on the first positioning data and the survey map, determine whether the first positioning data falls within the virtual axle counting area, and obtain the second positioning data of the train accordingly based on the determination result;

[0011] The second positioning data is sequentially synchronized, filtered, and weighted to obtain the train's safe positioning data.

[0012] Repeat the above steps to obtain safety positioning data for multiple trains, and plan the safe operating section for each train based on the train's destination information.

[0013] Preferably, the step of obtaining the train's original positioning data from the satellite positioning module, and compensating for errors in the original positioning data to obtain the train's first positioning data includes the following steps:

[0014] The train's raw positioning data is collected by the satellite positioning module and transmitted to the ground safety module;

[0015] Based on the transmission time and differential correction algorithm of the original positioning data, the original positioning data is subjected to first error compensation to obtain the compensated positioning data;

[0016] The compensated positioning data is then subjected to a second error compensation using a discrete trajectory algorithm to obtain the first positioning data of the train.

[0017] Preferably, obtaining the virtual axle counting area based on the transmission time of the original positioning data, the train's operating speed, and the pre-designed axle installation area includes the following steps:

[0018] The first travel distance of the train is determined based on the train's operating speed and the transmission time of the original positioning data;

[0019] In the pre-designed axle installation area, a rectangular area is obtained as the virtual axle counting area based on the first running distance of the train and the preset width of the virtual track.

[0020] Preferably, the step of obtaining the vertex coordinates of all the virtual axis regions based on the mapping to form a mapping map includes the following steps:

[0021] A preset coordinate origin is used to map and collect the vertex coordinates of each of the virtual axis counting regions.

[0022] The vertex coordinates of multiple virtual axis regions are integrated to form the mapping map.

[0023] Preferably, determining whether the first positioning data falls within the virtual axle counting area based on the first positioning data and the survey map includes the following steps:

[0024] A ray is drawn out in any direction from the first positioning data as the base point;

[0025] Determine the parity of the intersection point of the ray and the Kth virtual axis region;

[0026] If the number of intersections between the two is odd, then the base point is defined to fall within the Kth virtual axis region;

[0027] If the number of intersections between the two is even, then the base point is defined to fall outside the Kth virtual axis region.

[0028] Preferably, obtaining the second positioning data of the train based on the judgment result includes the following steps:

[0029] When the base point falls within the Kth virtual axle counting area, the second positioning data of the train is obtained according to the survey map;

[0030] When the base point falls outside the Kth virtual axle counting area, the second running distance of the train is calculated by accumulating the speed starting from the Kth virtual axle counting area. Based on the Kth virtual axle counting area and the second running distance of the train, the second positioning data of the train is obtained.

[0031] Preferably, after defining the base point as falling outside the Kth virtual axis counting region, the following steps are further included:

[0032] Each time, it is determined whether the base point falls within the (K-1)th virtual axle counting region and the (K+1)th virtual axle counting region.

[0033] If none of the base points fall within the (K-1)th and (K+1)th virtual axle regions, the diffusion search traverses the (K-2)th and (K+2)th virtual axle regions.

[0034] Preferably, the step of sequentially synchronizing, filtering, and weighting the second positioning data to obtain the train's safe positioning data includes the following steps:

[0035] Multiple transmission delays are obtained based on the transmission time of the original positioning data;

[0036] Distance compensation is performed based on multiple transmission delays and train operation parameters. After distance compensation, synchronization processing is performed. The train operation parameters include the train's operating speed and the train's destination information.

[0037] The synchronously processed running distances that meet the preset conditions are selected, and multiple theoretical running positions of the train are determined based on the original positioning data;

[0038] Each theoretical operating position is weighted according to the scenario, and then a comprehensive weighting is performed to obtain the train's safe positioning data.

[0039] A train safe operation section planning system, comprising:

[0040] The first positioning module is used to obtain the train's original positioning data from the satellite positioning module, compensate for the error of the original positioning data, and obtain the train's first positioning data.

[0041] The mapping module is used to obtain a virtual axle counting area based on the transmission time of the original positioning data, the train running speed, and the pre-designed axle installation area, and to obtain the vertex coordinates of all the virtual axle counting areas based on mapping to form a mapping map.

[0042] The second positioning module is used to determine whether the first positioning data falls within the virtual axle counting area based on the first positioning data and the survey map, and to obtain the second positioning data of the train according to the determination result.

[0043] The safety positioning module is used to sequentially synchronize, filter, and weight the second positioning data to obtain the train's safety positioning data.

[0044] The safe operation section planning module is used to plan the safe operation section for each train based on the safety positioning data of multiple trains and the train's destination information.

[0045] The train safe operation section planning method provided by this invention involves obtaining the train's original positioning data and performing error compensation to obtain first positioning data; obtaining virtual axle counting areas based on the transmission time, operating speed, and pre-designed axle installation area of ​​the original positioning data; mapping the vertex coordinates of all virtual axle counting areas to form a mapping map; determining whether the first positioning data falls within the virtual axle counting area in the mapping map; and obtaining the train's second positioning data based on the determination result; sequentially processing the second positioning data to obtain safe positioning data; and planning the safe operation section for each train based on multiple safe positioning data and destination information.

[0046] Compared to existing technologies, this invention reduces trackside equipment maintenance costs by replacing existing axle counting equipment with virtual axle counters, and improves train operation safety by combining safety positioning data to plan the safe operating sections for each train.

[0047] The present invention also provides a train safe operation section planning system. Since the system and the method solve the same technical problem and belong to the same technical concept, they should have the same beneficial effects, and will not be described in detail here. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1A flowchart of a train safe operation section planning method provided in an embodiment of the present invention;

[0050] Figure 2 A flowchart of step S1 provided in an embodiment of the present invention;

[0051] Figure 3 A flowchart of step S2 provided in an embodiment of the present invention;

[0052] Figure 4 A flowchart of step S3 provided in an embodiment of the present invention;

[0053] Figure 5 A flowchart of step S4 provided in an embodiment of the present invention;

[0054] Figure 6 This is a schematic diagram of a train safe operation section planning system provided in an embodiment of the present invention. Detailed Implementation

[0055] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0056] The embodiments of this invention are written in a progressive manner.

[0057] This invention provides a method and system for planning safe train operation sections. It primarily addresses the technical problem in the prior art where the lack of axle planning during train operation on virtual tracks leads to unclear operating sections and consequently, lower train operation safety.

[0058] like Figure 1 As shown, a method for planning safe train operation sections includes the following steps:

[0059] S1. Obtain the train's original positioning data from the satellite positioning module, compensate for the error in the original positioning data, and obtain the train's first positioning data;

[0060] S2. Based on the transmission time of the original positioning data, the train's running speed, and the pre-designed axle installation area, obtain the virtual axle counting area. Based on the mapping, obtain the vertex coordinates of all virtual axle counting areas to form a mapping map.

[0061] S3. Based on the first positioning data and the surveyed map, determine whether the first positioning data falls within the virtual axle counting area, and obtain the second positioning data of the train accordingly based on the determination result;

[0062] S4. The second positioning data is sequentially synchronized, filtered, and weighted to obtain the train's safe positioning data;

[0063] S5. Repeat the above steps to obtain safety positioning data for multiple trains, and plan the safe operating section for each train based on the train's destination information.

[0064] In step S1, the train's original positioning data is acquired through the satellite positioning module, and error compensation is performed to obtain the train's first positioning data;

[0065] In step S2, the transmission time of the original positioning data to the ground is counted, the train's running speed is obtained, and the virtual axle counting area is obtained by combining it with the installation area of ​​the axle counting equipment in the urban rail system. The vertex coordinates of multiple virtual axle counting areas are plotted to form a plotting map.

[0066] In step S3, it is determined whether the first positioning data falls within the virtual axle counting area in the survey map, and the second positioning data of the train is obtained according to the determination result.

[0067] In step S4, the second positioning data is sequentially synchronized, filtered, and weighted to obtain secure positioning data;

[0068] In step S5, steps S1 to S4 are repeated to obtain multiple safety positioning data, the destination information of each train is collected, and the safe operating section of each train is planned.

[0069] like Figure 2 As shown, preferably, step S1 includes the following steps:

[0070] A1. Collect the train's original positioning data from the satellite positioning module and transmit it to the ground safety module;

[0071] A2. Based on the transmission time of the original positioning data and the differential correction algorithm, perform the first error compensation on the original positioning data to obtain the compensated positioning data;

[0072] A3. Perform a second error compensation on the compensated positioning data using the discrete trajectory algorithm to obtain the first positioning data of the train.

[0073] In steps A1 to A3, the collected raw positioning data is transmitted to the ground security module via the satellite positioning module; the transmission time of the raw positioning data is statistically analyzed by the ground security module, and the raw positioning data is compensated for the first error using a differential correction algorithm to obtain the compensated positioning data; the second error compensation is performed according to the discrete trajectory algorithm to obtain the first positioning data.

[0074] It should be noted that the basic principle of the differential correction positioning algorithm is to use the known position and signal strength of a reference point (called a differential reference station) to correct the target's positioning result. The position and signal strength of the differential reference station need to be accurately measured in advance;

[0075] In this embodiment, the discrete trajectory algorithm works as follows: Due to the long data acquisition time of the satellite receiving module, the acquired coordinate points are relatively discrete. A trajectory is calculated between two discrete coordinate points to provide continuous positioning and improve positioning accuracy.

[0076] like Figure 3 As shown, preferably, step S2 involves obtaining the virtual axle counting area based on the transmission time of the original positioning data, the train's running speed, and the pre-designed axle installation area, including the following steps:

[0077] B1. Determine the first travel distance of the train based on the train's operating speed and the transmission time of the original positioning data;

[0078] B2. In the pre-designed axle installation area, a rectangular area is obtained as the virtual axle counting area based on the first running distance of the train and the preset width of the virtual track.

[0079] In steps B1 to B2, the first running distance is calculated and obtained by the train's running speed and the transmission time of the original positioning data; in the preset axle counting installation area, the first running distance is used as the length and the preset width of the virtual track is used as the width to obtain a rectangular area, which is used as the virtual axle counting area.

[0080] In this embodiment, when mapping the virtual axle, a specific area is used as the location of the virtual axle. If we assume a maximum train speed of 80 km / h and a satellite positioning information transmission time of 100 ms, then the distance the train travels is 224 cm. Therefore, the virtual axle area is a rectangular area with a length of 224 cm and a width equal to the width of the virtual track, and this rectangular area is used as the virtual axle.

[0081] like Figure 2 As shown, preferably, step S2 involves obtaining the vertex coordinates of all virtual axis counting areas based on the mapping to form a mapping map, including the following steps:

[0082] B3. Set the coordinate origin and collect the vertex coordinates of each virtual axis counting area;

[0083] B4. Integrate the vertex coordinates of multiple virtual axis regions to form a mapping map.

[0084] In steps B3 to B4, the coordinate origin is set, the vertex coordinates of each virtual axis area are collected, and the vertex coordinates of multiple virtual axis areas are integrated with the coordinate origin to form a survey map.

[0085] like Figure 4 As shown, preferably, in step S3, determining whether the first positioning data falls within the virtual axle counting area based on the first positioning data and the surveyed map includes the following steps:

[0086] C1. Draw a ray in any direction from the first positioning data as the base point;

[0087] C2. Determine the parity of the intersection point of the ray and the Kth virtual axis region;

[0088] C31. If the number of intersections between the two is odd, then the base point is defined to fall within the Kth virtual axis region;

[0089] C32. If the number of intersections between the two is even, then the base point is defined outside the Kth virtual axis region.

[0090] In steps C1 to C32, a ray is drawn out in any direction from the first positioning data as the base point. The parity between the ray and the Kth virtual axis region is determined. If the parity is odd, the base point is defined to fall within the Kth virtual axis region. If the parity is even, the base point is defined to fall outside the Kth virtual axis region.

[0091] In this embodiment, the detection method is the ray method, which is as follows: draw a ray from the train coordinate point in any direction. If the number of intersections between the coordinate point and this area is odd, the point is inside the polygon; if the number is even, the point is outside the virtual axle counting area.

[0092] like Figure 4 As shown, preferably, step S3, which involves obtaining the second positioning data of the train based on the judgment result, includes the following steps:

[0093] C41. When the base point falls within the Kth virtual axle counting area, obtain the train's second positioning data based on the survey map;

[0094] C42. When the base point falls outside the Kth virtual axle counting area, the second running distance of the train is calculated by accumulating the speed starting from the Kth virtual axle counting area. Based on the Kth virtual axle counting area and the second running distance of the train, the second positioning data of the train is obtained.

[0095] In step C41, when the base point falls within the Kth virtual axle counting area, the second positioning data of the train is obtained based on the previously acquired survey map;

[0096] In step C42, when the base point falls outside the Kth virtual axle counting area, the second running distance of the train is calculated by accumulating the speed starting from the Kth virtual axle counting area, and the second positioning data of the train is obtained based on the starting point of the Kth virtual axle counting area and the second running distance of the train.

[0097] In this embodiment, after a train is detected in the virtual axle counting area, the train's location information is obtained by matching and mapping the map. If no virtual axle counting is detected, the train's speed is calculated and distance is accumulated at the existing axle counting locations to obtain the train's location.

[0098] Preferably, after step C32, the following steps are also included:

[0099] Check whether the base point falls within the (K-1)th virtual axis counting region and the (K+1)th virtual axis counting region respectively;

[0100] If none of the base points fall within the (K-1)th and (K+1)th virtual axis regions, the diffusion search traverses the (K-2)th and (K+2)th virtual axis regions.

[0101] In practical application, based on the Kth virtual axis region, two virtual axis regions are searched in both the forward and backward directions, namely the (K-1)th virtual axis region and the (K+1)th virtual axis region. If it still does not fall within the above regions, the search is expanded again to traverse the (K-2)th and (K+2)th virtual axis regions.

[0102] like Figure 5 As shown, preferably, step S4 includes the following steps:

[0103] D1. Obtain multiple transmission delays based on the transmission time of the original positioning data;

[0104] D2. Based on multiple transmission delays and train operation parameters, distance compensation is performed, followed by synchronization processing. Train operation parameters include: train speed and train destination information.

[0105] D3. Filter the synchronously processed running distances that meet the preset conditions, and determine multiple theoretical running positions of the train based on the original positioning data;

[0106] D4. Perform scenario weighting on each theoretical operating position, and then perform comprehensive weighting to obtain the train's safe positioning data.

[0107] In steps D1 to D4, multiple transmission delays are obtained based on the transmission time of the original positioning data, and distance compensation is performed on the train in combination with the train operation parameters. After compensation, synchronization processing is performed. The running distance after synchronization processing that meets the preset conditions is selected, and multiple theoretical running positions of the train are determined based on the original positioning data. Scene weighting is performed on each theoretical running position, and comprehensive weighting is performed after scene weighting to obtain the safe positioning data of the train.

[0108] In this embodiment, since most trains have four independent satellite positioning channels, there may be transmission asynchrony issues. Therefore, the delay of different channels and the train's acceleration are used to compensate for the distance and perform synchronization. After synchronization, due to the possibility of jumps in satellite positioning, invalid data is removed. If three data points are similar, their positions are taken. Then, scene-weighted calculation is performed. Since the four channel positions are two at end I and two at end II of the train, if end I is the front of the train, then the two at end I have the highest weight. If turning left, the left side has a higher weight than the right side, and so on. This completes the scene-weighted calculation. After the scene-weighted calculation is completed, a comprehensive weighting is applied to determine the train's position.

[0109] When the train is traveling in a straight line, the sensors at the front (I end) should have a higher weight, as the front typically represents the direction of travel. When the train is turning, the sensors on the inside of the curve may need weighting due to factors such as centrifugal force, but importantly, the curve relies on track geometry. Since the virtual track is fixed, the inner wheels are closer to the track centerline during a curve, and their position data may be more stable or critical (especially considering wheel-rail contact). Additionally, on curves, the direction of the train's front is aligned with the tangential direction of the track, so the sensors at the front remain important, but their weighting needs to be adjusted based on the positional differences between the inside and outside of the curve. The specific calculation method is as follows:

[0110] Table 1: Sensor Physical Layout

[0111]

[0112] The basic weights at the end are calculated based on the sensor's physical layout, as follows:

[0113]

[0114]

[0115] in, The front advantage coefficient is 0.7 (taken when driving in a straight line). (For a straight line): ; is the natural constant (approximately 2.718, used to construct a smooth exponential adjustment function); when =300m (sharp bend): ; These are fixed values ​​based on experience; the actual measurement should be performed according to the specific circumstances.

[0116] When turning left:

[0117] When turning right: ;;;

[0118] The final weights for end-point synthesis are as follows:

[0119]

[0120] like Figure 6 As shown, a train safe operation section planning system includes:

[0121] The first positioning module is used to obtain the train's original positioning data from the satellite positioning module, compensate for the error of the original positioning data, and obtain the train's first positioning data.

[0122] The mapping module is used to obtain virtual axle counting areas based on the transmission time of the original positioning data, the train speed, and the pre-designed axle installation area. It then obtains the vertex coordinates of all virtual axle counting areas based on the mapping to form a mapping map.

[0123] The second positioning module is used to determine whether the first positioning data falls within the virtual axle counting area based on the first positioning data and the plotted map, and to obtain the second positioning data of the train according to the determination result.

[0124] The safety positioning module is used to sequentially synchronize, filter, and weight the second positioning data to obtain the train's safety positioning data.

[0125] The safe operation section planning module is used to plan the safe operation section for each train based on the safety positioning data of multiple trains and the train's destination information.

[0126] The present invention also provides a train safe operation section planning system, including a first positioning module, a mapping module, a second positioning module, a safety positioning module, and a safe operation section planning module.

[0127] In the embodiments provided in this application, it should be understood that the disclosed methods and systems can be implemented in other ways. The system embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple modules or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, and can be electrical, mechanical, or other forms.

[0128] Furthermore, in the various embodiments of the present invention, each functional module can be fully integrated into a processor, or each module can be a separate device, or two or more modules can be integrated into a device; each functional module in the various embodiments of the present invention can be implemented in hardware or in the form of hardware plus software functional units.

[0129] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by program instructions and related hardware. The aforementioned program instructions can be stored in a computer-readable storage medium. When the program instructions are executed, they perform the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0130] It should be understood that the use of terms such as "system," "device," "unit," and / or "module" in this application is merely one method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0131] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0132] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0133] If a flowchart is used in this application, it is used to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the steps can be processed in reverse order or simultaneously. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0134] The foregoing has provided a detailed description of a train safety operation section planning method and system provided by the present invention. The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for planning safe train operation sections, characterized in that, Includes the following steps: The train's original positioning data is obtained from the satellite positioning module, and the error of the original positioning data is compensated to obtain the train's first positioning data. Based on the transmission time of the original positioning data, the train's running speed, and the pre-designed axle installation area, a virtual axle counting area is obtained. The vertex coordinates of all the virtual axle counting areas are obtained through mapping to form a mapping map. Based on the first positioning data and the survey map, determine whether the first positioning data falls within the virtual axle counting area, and obtain the second positioning data of the train accordingly based on the determination result; The second positioning data is sequentially synchronized, filtered, and weighted to obtain the train's safe positioning data. Repeat the above steps to obtain safety positioning data for multiple trains, and plan the safe operating section for each train based on the train's destination information; The step of determining whether the first positioning data falls within the virtual axle counting area based on the first positioning data and the survey map, and obtaining the train's second positioning data accordingly based on the determination result, includes: A ray is drawn from the first positioning data as a base point in any direction. The parity of the intersection point between the ray and the Kth virtual axis counting region is determined. If the number of intersection points is odd, the base point is defined as falling within the Kth virtual axis counting region; if the number of intersection points is even, then... The base point is defined to fall outside the Kth virtual axis region; When the base point falls within the Kth virtual axle counting area, the second positioning data of the train is obtained according to the survey map; When the base point falls outside the Kth virtual axle counting area, the second running distance of the train is calculated by accumulating the speed starting from the Kth virtual axle counting area. Based on the Kth virtual axle counting area and the second running distance of the train, the second positioning data of the train is obtained.

2. The train safe operation section planning method as described in claim 1, characterized in that, The step of obtaining the train's original positioning data from the satellite positioning module, and compensating for errors in the original positioning data to obtain the train's first positioning data, includes the following steps: The train's raw positioning data is collected by the satellite positioning module and transmitted to the ground safety module; Based on the transmission time and differential correction algorithm of the original positioning data, the original positioning data is subjected to first error compensation to obtain the compensated positioning data; The compensated positioning data is then subjected to a second error compensation using a discrete trajectory algorithm to obtain the first positioning data of the train.

3. The train safe operation section planning method as described in claim 1, characterized in that, The step of obtaining the virtual axle counting area based on the transmission time of the original positioning data, the train's operating speed, and the pre-designed axle installation area includes the following steps: The first travel distance of the train is determined based on the train's operating speed and the transmission time of the original positioning data; In the pre-designed axle installation area, a rectangular area is obtained as the virtual axle counting area based on the first running distance of the train and the preset width of the virtual track.

4. The train safe operation section planning method as described in claim 3, characterized in that, The step of obtaining the vertex coordinates of all the virtual axis regions based on the mapping to form a mapping map includes the following steps: A preset coordinate origin is used to map and collect the vertex coordinates of each of the virtual axis counting regions. The vertex coordinates of multiple virtual axis regions are integrated to form the mapping map.

5. The train safe operation section planning method as described in claim 1, characterized in that, After defining the base point as falling outside the Kth virtual axis region, the following steps are also included: Each time, it is determined whether the base point falls within the (K-1)th virtual axle counting region and the (K+1)th virtual axle counting region. If none of the base points fall within the (K-1)th and (K+1)th virtual axle regions, the diffusion search traverses the (K-2)th and (K+2)th virtual axle regions.

6. The train safe operation section planning method as described in claim 1, characterized in that, The process of synchronizing, filtering, and weighting the second positioning data sequentially to obtain the train's safe positioning data includes the following steps: Multiple transmission delays are obtained based on the transmission time of the original positioning data; Distance compensation is performed based on multiple transmission delays and train operation parameters. After distance compensation, synchronization processing is performed. The train operation parameters include the train's operating speed and the train's destination information. The synchronously processed running distances that meet preset conditions are selected, and multiple theoretical running positions of the train are determined based on the original positioning data. Each theoretical operating position is weighted according to the scenario, and then a comprehensive weighting is performed to obtain the train's safe positioning data.

7. A train safe operation section planning system, characterized in that, include: The first positioning module is used to obtain the train's original positioning data from the satellite positioning module, compensate for the error of the original positioning data, and obtain the train's first positioning data. The mapping module is used to obtain a virtual axle counting area based on the transmission time of the original positioning data, the train running speed, and the pre-designed axle installation area, and to obtain the vertex coordinates of all the virtual axle counting areas based on mapping to form a mapping map. The second positioning module is used to determine whether the first positioning data falls within the virtual axle counting area based on the first positioning data and the survey map, and to obtain the second positioning data of the train according to the determination result. The safety positioning module is used to sequentially synchronize, filter, and weight the second positioning data to obtain the train's safety positioning data. The safe operation section planning module is used to plan the safe operation section for each train based on the safety positioning data of multiple trains and the train's destination information. When the second positioning module performs the step of determining whether the first positioning data falls within the virtual axle counting area based on the first positioning data and the surveyed map, and obtaining the train's second positioning data accordingly based on the determination result, it is specifically used for: The step of determining whether the first positioning data falls within the virtual axle counting area based on the first positioning data and the survey map, and obtaining the train's second positioning data accordingly based on the determination result, includes: A ray is drawn from the first positioning data as a base point in any direction. The parity of the intersection point between the ray and the Kth virtual axis counting region is determined. If the number of intersection points is odd, the base point is defined as falling within the Kth virtual axis counting region; if the number of intersection points is even, then... The base point is defined to fall outside the Kth virtual axis region; When the base point falls within the Kth virtual axle counting area, the second positioning data of the train is obtained according to the survey map; When the base point falls outside the Kth virtual axle counting area, the second running distance of the train is calculated by accumulating the speed starting from the Kth virtual axle counting area. Based on the Kth virtual axle counting area and the second running distance of the train, the second positioning data of the train is obtained.

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