Train wagon positioning method and device applied to railway yard station and yard bridge

Abstract

The embodiment of the invention provides a railway wagon positioning method and device applied to a railway yard station and a yard bridge. The method comprises the steps that firstly, in response to a stopping signal of a train, stopping information of a station track where the train is located and position information of a plurality of rail-mounted cranes are obtained; then, on the basis of the parking information and the position information of the multiple rail-mounted cranes, an optimal sweeping path of each rail-mounted crane is generated; then, each rail-mounted gantry crane is controlled to scan the train according to the corresponding optimal sweeping path, and the railway wagon contour data of the train and the real-time position information of the rail-mounted gantry cranes are collected in the sweeping process; and finally, according to the railway wagon contour data and the real-time position information of the rail-mounted gantry crane, coordinates of each section of railway wagon are obtained through calculation. By means of the method, accurate positioning of the railway wagons of the railway station is achieved, and therefore the efficiency of train loading and unloading operation is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train car positioning, and in particular to a train car positioning method, device and yard bridge applied to a railway station. BACKGROUND

[0002] In the automatic operation of a railway station, accurate positioning of train cars is a core link to achieve efficient loading and unloading operations. A railway station is usually composed of multiple tracks, each of which can stop several trains, and each train contains dozens of cars. Due to factors such as braking and deceleration during transportation, the actual length of a train car may deviate from the nominal value, and a train for cross-border transportation may lack complete length-changing data. In addition, the scanning efficiency of a rail-mounted gantry crane directly affects the operation progress of the entire station: if the scanning path is not reasonably planned, it may cause equipment idling, increase operation waiting time, and even cause manual intervention due to inaccurate positioning. Therefore, in the automatic operation of a railway station, there is an urgent need for a method that does not rely on pre-stored data, can adapt to complex scenarios, and can efficiently coordinate multiple rail-mounted gantries to complete global positioning, in order to improve loading and unloading efficiency and reduce labor costs.

[0003] In the prior art, a commonly used train car positioning method usually combines reference positioning and length-changing calculation: by determining the position coordinates of the first or a reference car, combining the pre-stored car length-changing information (i.e., the nominal length of the car) in the station system, and sequentially deriving the positions of the remaining cars.

[0004] However, the method in the prior art relies on the data integrity of the station system, has large positioning errors, and a single rail-mounted gantry usually needs to cover the entire train, resulting in long scanning time and low equipment utilization. SUMMARY

[0005] The train car positioning method, device and yard bridge applied to a railway station provided by the embodiments of the present application solve the problem in the prior art that the method relies on the data integrity of the station system, has large positioning errors, and a single rail-mounted gantry usually needs to cover the entire train, resulting in long scanning time and low equipment utilization.

[0006] In a first aspect, the embodiments of the present application provide a train car positioning method applied to a railway station, comprising:

[0007] In response to a train stop signal, obtaining stop information of a track where the train is located and position information of multiple rail-mounted gantries;

[0008] Based on the stop information and the position information of the multiple rail-mounted gantries, generating an optimal scanning path for each rail-mounted gantry;

[0009] control each of the rail cranes to scan the train according to the optimal scanning path corresponding to the optimal scanning path, and collect car profile data and real-time position information of the rail cranes during the scanning process;

[0010] According to the car profile data and the real-time position information of the rail cranes, the coordinates of each car are calculated.

[0011] In a possible implementation, the optimal scanning path of each rail crane is generated based on the stop information and the position information of the plurality of rail cranes, including:

[0012] The total scanning section occupied by the train is determined based on the stop information.

[0013] According to the number of rail cranes, the total scanning section is divided into a plurality of continuous scanning sub-sections, which is the same as the number of rail cranes.

[0014] For each rail crane and each scanning section, the completion time required for the rail crane to move from the current position to the starting position of the corresponding scanning sub-section and complete the scanning of the scanning sub-section is determined.

[0015] Based on the calculated completion time, an allocation scheme is determined for each division method, so that the maximum value of the completion time of all rail cranes is minimized, and the maximum value of the completion time is the maximum value in the completion time of the plurality of rail cranes.

[0016] From all the division methods, the division method and the corresponding allocation scheme that minimize the maximum value are selected as the optimal scanning path.

[0017] In a possible implementation, the completion time includes a moving time and a scanning time, wherein:

[0018] The moving time is the time required for the rail crane to move from the current position to the starting position of the allocated scanning sub-section.

[0019] The scanning time is the time required for the rail crane to scan along the allocated scanning sub-section to complete the scanning of the scanning sub-section.

[0020] In a possible implementation, the car profile data and the real-time position information of the rail cranes are collected during the scanning process, including:

[0021] During the scanning process of each rail crane along the optimal scanning path corresponding to the optimal scanning path, the real-time position data of the corresponding rail crane in the track direction is continuously collected according to a preset sampling period.

[0022] collecting car profile data of the train in the track direction, and identifying gap information between adjacent cars based on the car profile data, the gap information being an area in which no car profile is detected continuously in the track direction;

[0023] based on the gap information, determining a profile start time and a profile end time corresponding to each car, and time-aligning the profile start time and the profile end time with the real-time position data.

[0024] In a possible implementation, the calculation of the coordinates of each car based on the car profile data and the real-time position information of the track crane includes:

[0025] For any car, after determining the profile start time of the car, the real-time position of the corresponding track crane at the profile start time is obtained, and the real-time position is determined as the start position of the car;

[0026] After determining the profile end time of the car, the real-time position of the corresponding track crane at the profile end time is obtained, and the real-time position is determined as the end position of the car;

[0027] Based on the start position and the end position, the coordinates of each car are obtained.

[0028] In a possible implementation, the method further includes:

[0029] After a plurality of track cranes respectively complete the patrol scanning of the corresponding patrol scanning sub-intervals, the number of cars identified by each track crane in the corresponding patrol scanning sub-interval, and the start position and the end position of the corresponding cars are obtained;

[0030] According to the spatial order of the patrol scanning sub-intervals in the track direction, the start positions and the end positions of the cars identified by each track crane are sequentially spliced to form a car position sequence of the full length of the train;

[0031] Based on the car position sequence of the full length of the train, the coordinates of the train are determined.

[0032] In a possible implementation, the determination of the distribution scheme for each division mode includes:

[0033] Based on the plurality of track cranes and the plurality of patrol scanning sub-intervals, a time matrix is constructed, each element in the time matrix representing the time required for a track crane to complete the patrol scanning of a patrol scanning sub-interval;

[0034] Based on the time matrix, an assignment problem between the rail-mounted cranes and the sub-scanning sections is established, and the assignment problem is solved to determine the corresponding relationship between each rail-mounted crane and each sub-scanning section, the assignment problem being a bipartite graph minimum maximum weight matching problem.

[0035] The corresponding relationship satisfying the maximum minimum condition is determined as an assignment scheme under the current division mode.

[0036] In a second aspect, an embodiment of the present application provides a train car positioning device applied to a railway station, comprising:

[0037] An acquisition module is configured to acquire stop information of a track where a train is located and position information of a plurality of rail-mounted cranes in response to a stop signal of the train;

[0038] A processing module is configured to generate an optimal scanning path of each rail-mounted crane based on the stop information and the position information of the plurality of rail-mounted cranes;

[0039] A control module is configured to control each rail-mounted crane to scan the train according to the optimal scanning path and collect car contour data and real-time position information of the rail-mounted crane during the scanning process;

[0040] A calculation module is configured to calculate coordinates of each car according to the car contour data and the real-time position information of the rail-mounted crane.

[0041] In a possible implementation, the processing module is specifically configured to:

[0042] Determine a total scanning section occupied by the train based on the stop information;

[0043] Divide the total scanning section into a plurality of continuous sub-scanning sections according to the number of rail-mounted cranes, the number of continuous sub-scanning sections being the same as the number of rail-mounted cranes;

[0044] For each rail-mounted crane and each sub-scanning section, determine a completion time required for the rail-mounted crane to move from a current position to a starting position of the corresponding sub-scanning section and complete scanning of the sub-scanning section;

[0045] For each division mode, determine an assignment scheme based on the calculated completion time, so that a maximum value of the completion time of all rail-mounted cranes is minimized, the maximum value of the completion time being a maximum value in the completion time of the plurality of rail-mounted cranes;

[0046] Select a division mode and a corresponding assignment scheme from all division modes, which make the maximum value minimum, as the optimal scanning path.

[0047] In a possible implementation, the completion time includes a moving time and a sweeping time, wherein:

[0048] The moving time is a time required for the rail-mounted gantry crane to move from a current position to a start position of the assigned sweeping sub-section;

[0049] The sweeping time is a time required for the rail-mounted gantry crane to sweep along the assigned sweeping sub-section to complete coverage of the sweeping sub-section.

[0050] In a possible implementation, the control module is specifically configured to:

[0051] In a sweeping process of each rail-mounted gantry crane along the optimal sweeping path, real-time position data of the corresponding rail-mounted gantry crane in the track direction is continuously collected at a preset sampling period;

[0052] Car body profile data of the train in the track direction is collected, and gap information between adjacent car bodies is identified based on the car body profile data, the gap information being an area in which no car body profile is continuously detected in the track direction;

[0053] Based on the gap information, a profile start time and a profile end time corresponding to each car body are determined, and the profile start time and the profile end time are time-aligned with the real-time position data.

[0054] In a possible implementation, the calculation module is specifically configured to:

[0055] For any car body, after the profile start time of the car body is determined, a real-time position of a corresponding rail-mounted gantry crane at the profile start time is obtained, and the real-time position is determined as a start position of the car body;

[0056] After the profile end time of the car body is determined, a real-time position of the corresponding rail-mounted gantry crane at the profile end time is obtained, and the real-time position is determined as an end position of the car body;

[0057] Based on the start position and the end position, coordinates of each car body are obtained.

[0058] In a possible implementation, the device further includes a determination module configured to:

[0059] After a plurality of rail-mounted gantry cranes respectively complete sweeping of corresponding sweeping sub-sections, a number of car bodies identified by each rail-mounted gantry crane in the corresponding sweeping sub-section and start positions and end positions of the corresponding car bodies are obtained;

[0060] The car initial positions and the car end positions identified by the track cranes are sequentially spliced according to the spatial sequence of the sub-scanning sections in the track direction, to form a car position sequence of the whole train length;

[0061] The coordinates of the train are determined based on the car position sequence of the whole train length.

[0062] In a possible implementation, the processing module is specifically configured to:

[0063] A time matrix is constructed based on the track cranes and the sub-scanning sections, each element in the time matrix representing a time required for a track crane to complete scanning of a sub-scanning section;

[0064] Based on the time matrix, an assignment problem between the track cranes and the sub-scanning sections is established, and the assignment problem is solved to determine the corresponding relationship between the track cranes and the sub-scanning sections, the assignment problem being a minimum maximum weight matching problem of a bipartite graph;

[0065] The corresponding relationship satisfying the maximum minimum condition is determined as an assignment scheme under the current division mode.

[0066] In a third aspect, an electronic device is provided, including a memory and a processor.

[0067] The memory stores computer execution instructions.

[0068] The processor executes the computer execution instructions stored in the memory, so that the processor executes the first aspect and / or various possible implementation manners of the first aspect.

[0069] In a fourth aspect, a yard bridge is provided, including a memory and a processor.

[0070] The memory stores computer execution instructions.

[0071] The processor executes the computer execution instructions stored in the memory, so that the processor executes the first aspect and / or various possible implementation manners of the first aspect.

[0072] The train skin positioning method, device and yard bridge provided by the embodiment of the application applied to the railway station first triggers the positioning process by receiving the stopping signal of the train after the train completes stopping, and then obtains the stopping information of the track where the train is located and the current positions of the multiple track cranes distributed on both sides or above the track, so as to accurately grasp the spatial range of the train and the track crane resources that can participate in the operation in the positioning starting stage, and provide basic conditions for subsequent cooperative scanning; subsequently, based on the train coverage interval determined by the stopping information, and in combination with the current positions of the track cranes, the train coverage interval is divided to generate the optimal scanning path corresponding to each track crane, so that multiple track cranes can cooperatively complete the coverage scanning of the whole train without conflict, and by minimizing the maximum value of the time required for each track crane to complete the scanning, the single track crane load is avoided to be too heavy, so as to improve the overall scanning efficiency; on this basis, each track crane is controlled to scan the train along the corresponding optimal scanning path, and the car skin profile data in the track direction and the real-time position information of the track crane at different sampling times are synchronously collected in the scanning process, so that the car skin profile change and the track crane space position form a corresponding relationship, thereby providing original data support for subsequent accurate positioning; finally, by analyzing the collected car skin profile data and in combination with the real-time position information of the track crane at the corresponding time, the coordinates of each car skin are calculated, so as to realize the accurate positioning of the car skin without relying on the preset car skin length or length change data, and the positioning accuracy and applicability in the mixed composition of multiple car types and complex environment are significantly improved. BRIEF DESCRIPTION OF DRAWINGS

[0073] The accompanying drawings, which are incorporated into and form a part of the specification, illustrate an embodiment consistent with the present application and, together with the description, serve to explain the principles of the application.

[0074] Figure 1 The flowchart of the train skin positioning method applied to the railway station provided by the embodiment of the application Figure 1 ;

[0075] Figure 2 The flowchart of the train skin positioning method applied to the railway station provided by the embodiment of the application Figure 2 ;

[0076] Figure 3 The schematic diagram of the train track crane provided by the embodiment of the application;

[0077] Figure 4 The structural schematic diagram of the train skin positioning device applied to the railway station provided by the embodiment of the application;

[0078] Figure 5 The structural schematic diagram of the electronic device provided by the embodiment of the application.

[0079] The specific embodiments of the application have been shown by way of example in the above figures, and will be described in greater detail below. These figures and this written description are not intended to limit the scope of the inventive concept in any way, but rather to illustrate the inventive concept by reference to specific embodiments. DETAILED DESCRIPTION

[0080] Exemplary embodiments will be described in detail with reference to the drawings, of which like reference numerals indicate like elements. The following detailed description is not intended to limit the embodiments to the form described herein, but is rather meant to provide a description for the exemplary embodiments. Therefore, unless otherwise noted, the description of a particular embodiment is intended to apply equally as well to like elements on other embodiments.

[0081] Accurate positioning of train cars is a core step to achieve efficient loading and unloading operations. A railway station is usually composed of multiple tracks, each of which can stop several trains, and each train contains dozens of cars. In the traditional operation mode, the track crane (a kind of lifting equipment moving along the track) needs to carry out accurate lifting operations according to the position information of the train cars. However, the positioning of train cars relies on the pre-stored “length change information” (i.e., the nominal length of the train cars) in the station system, and the position of the remaining cars is derived from the position of the first reference car. Since the actual length of the train cars may deviate from the nominal value due to factors such as braking and deceleration during transportation, and the train may lack complete length change data for cross-border transportation, the traditional method often faces problems such as large positioning error and poor applicability. In addition, the scanning efficiency of the track crane directly affects the operation progress of the entire station: if the scanning path planning is unreasonable, it may cause the equipment to idle, increase the waiting time for operation, and even cause manual intervention due to inaccurate positioning. Therefore, in the automated operation of the railway station, there is an urgent need for a method that does not rely on pre-stored data, can adapt to complex scenarios, and can efficiently coordinate multiple track cranes to complete global positioning, in order to improve the loading and unloading efficiency and reduce labor costs.

[0082] In the prior art, the commonly used train car positioning method usually combines reference positioning and length change calculation, specifically: by determining the position coordinates of the first or a certain reference car, combining the pre-stored car length change information (i.e., the nominal length of the train cars) in the station system, and sequentially deriving the positions of the remaining cars.

[0083] However, the method in the prior art relies on the data integrity of the station system, and if the length-changing information has input errors or is not updated, it will directly lead to positioning errors. In addition, for trains crossing the border, the method is completely invalid due to the lack of length-changing data. During the scanning process, a single rail crane usually needs to cover the entire train, resulting in long scanning time and low equipment utilization. If multiple rail cranes are used for cooperative operation, the prior art lacks a reasonable path planning algorithm, which is prone to equipment idling or overlapping coverage, making it difficult to achieve full coverage and short-time scanning goals.

[0084] Based on this, the present application proposes a train car positioning method applied to a railway station. The train car positioning process in the prior art highly relies on the integrity of basic data such as car length change in the station system. At the same time, since a single rail crane is usually used to scan the entire train, the scanning path is long, the operation time is prolonged, and the utilization rate of the rail crane is low. Based on the realization that the cars have continuous distribution in the direction of the track and there is a physical gap between adjacent cars, and the rail crane can obtain its own position information and car profile change information during movement in the direction of the track, the spatial position of the car can be directly determined by associating the car profile and the position of the rail crane. Specifically, after the train arrives, the arrival information of the train on the track and the position information of multiple rail cranes are obtained, and the optimal scanning path of each rail crane is generated according to the train coverage range and the distribution of the rail cranes, so that multiple rail cranes are responsible for different scanning intervals and cooperatively complete the coverage scanning of the entire train. In the scanning process, car profile data and real-time position information of the rail crane are collected synchronously, the actual coordinates of each car are calculated by identifying the gap between adjacent cars and combining the position of the rail crane at the corresponding time, so that accurate positioning of the car is realized without relying on the preset length of the car or the length-changing data. This not only significantly reduces the positioning error caused by incomplete station data, but also effectively shortens the scanning time through parallel operation of multiple rail cranes, improving the overall utilization efficiency of the rail cranes and the efficiency of the station operation.

[0085] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail below with specific examples. The following specific examples can be combined with each other, and the same or similar concepts or processes may not be described again in some examples. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0086] It should be particularly noted that in the present application, although the embodiment is described by taking the "rail-mounted crane" as a specific implementation device, it should be understood that the "rail-mounted crane" is a specific form of the "yard crane". The core of the present application lies in the general technical idea of scanning and positioning a target by multiple movable devices based on cooperative path planning. The protection scope covers all yard crane devices with a cart travel mechanism, a scan unit that can be carried, and a unified dispatching system, including but not limited to the rail-mounted crane (i.e., the rail-mounted crane), the tire-mounted crane, and other yard mobile handling machines that realize the same function. Therefore, in the embodiment of the present application, for the sake of brevity and clarity of the example, the "rail-mounted crane" is taken as a representative embodiment for detailed description. However, this should not be understood as a limitation of the present application. Those skilled in the art should understand that the "rail-mounted crane" can be replaced by any other "yard crane" or similar mobile implementation device with the above-mentioned elements, which falls within the spirit and protection scope of the technical solution of the present application. In the claims, the "rail-mounted crane" should be understood in a broad sense, covering all similar or equivalent yard mobile operation devices that can implement the method of the present application.

[0087] Figure 1 The flowchart of the train car positioning method applied to the railway yard provided in the embodiment of the present application Figure 1 ; as Figure 1 shown, the method comprises:

[0088] S101, in response to the train parking signal, obtaining the parking information of the track where the train is located and the position information of the plurality of rail-mounted cranes.

[0089] It should be understood that in the present embodiment, after the train completes parking, the yard management system sends a train parking signal to the car positioning system as the starting condition for triggering the train car positioning process. The system responds to the signal and starts to execute the global positioning process. First, the parking information of the train is obtained from the yard management system, and the core is to determine the spatial coverage range of the train in the yard, i.e., the track interval that needs to be scanned, which can be defined as [1, L], wherein 1 and L represent the bay (length measurement unit) numbers of the starting and ending of the track, respectively; then, the system obtains the real-time position information of all available n rail-mounted cranes from the equipment control system (ECS) , i.e., the current bay coordinates of the cart of each rail-mounted crane, which is used to reflect the initial spatial distribution state of each rail-mounted crane at the beginning of positioning. Through the above-mentioned manner, the overall spatial range of the train and the resource state of the rail-mounted cranes that can participate in the scanning at the beginning of the positioning process can be grasped at the same time, which provides basic data conditions for the calculation of the cooperative scanning path of multiple rail-mounted cranes.

[0090] It should be understood that by uniformly obtaining the track stopping information and the position information of the multiple track cranes after the train stops, it can be ensured that the subsequent positioning process is established on the basis of real and real-time station state, avoiding relying on historical length-changing data or manually configured data, reducing positioning error from the source, and providing accurate initial conditions for the collaborative operation of multiple track cranes.

[0091] S102, based on the stopping information and the position information of the multiple track cranes, generating an optimal scanning path of each track crane.

[0092] It should be noted that the specific way of generating the optimal scanning path of each track crane is specifically described in the Figure 2 embodiment, which will not be repeated here.

[0093] It can be understood that by generating the optimal scanning path of each track crane, the multiple track cranes can reasonably divide the space and work in parallel in time, avoiding the long waiting problem caused by a single track crane covering the entire train, thereby significantly shortening the overall time required for car positioning, improving the utilization rate of track crane equipment and the efficiency of station operation.

[0094] S103, controlling each track crane to scan the train according to the corresponding optimal scanning path, and collecting car profile data and real-time position information of the track crane during the scanning process.

[0095] In an implementable manner, first, during the scanning process of each track crane along the corresponding optimal scanning path, the real-time position data of the corresponding track crane in the direction of the track is continuously collected according to a preset sampling period; then, the car profile data of the train in the direction of the track is collected, and the gap information between adjacent cars is identified based on the car profile data; finally, based on the gap information, the profile start time and the profile end time corresponding to each car are determined, and the profile start time and the profile end time are time-aligned with the real-time position data.

[0096] The gap information is a region in which no car profile is detected in the direction of the track.

[0097] It should be understood that after generating the optimal scanning path of each rail-mounted crane, the system issues the optimal scanning path to the ECS of each rail-mounted crane to perform the moving scanning task. During the entire scanning process, the system continuously records the real-time position coordinate sequence of each rail-mounted crane in the track direction at a high frequency preset sampling period (e.g., 10 times per second), and at the same time, uses the profile scanner (e.g., laser radar) carried on the rail-mounted crane to continuously detect the object below during movement. When the top surface of the train car is detected, a "profile" signal is generated. Since there is a natural physical gap between adjacent cars, the system identifies the area in which the car profile is not continuously detected in the track direction based on the car profile data, and determines the area as the gap information between adjacent cars. Further, for each scanned car, the system determines the profile start time (when the laser first hits the car) and the profile end time (when the laser leaves the car and enters the gap) based on the gap information. Since the position data and the profile data are collected synchronously, the system aligns the profile start time and the profile end time with the real-time position information of the rail-mounted crane through a unified timestamp, thereby establishing a one-to-one correspondence between the car profile change and the spatial position of the rail-mounted crane.

[0098] It can be understood that by synchronously collecting car profile data and real-time position information of the rail-mounted crane during scanning, and naturally segmenting the cars by using the objective physical feature of the car gap, the accurate identification of each car can be achieved without pre-acquiring the car length or length change information, which provides a reliable data basis for subsequent car coordinate calculation and significantly enhances the adaptability of the positioning process to complex marshalling and mixed trains.

[0099] S104, calculate the coordinates of each car based on the car profile data and the real-time position information of the rail-mounted crane.

[0100] It can be understood that by using direct physical measurement data, high-precision global car coordinates are finally output. This method completely eliminates the dependence on preset car data of the station system, can automatically adapt to various trains (including foreign trains without data), and can truly reflect the physical length changes of cars caused by braking stretching and the like.

[0101] The train car positioning method for railway stations provided in this application first triggers the positioning process by receiving the train's stopping signal after the train has stopped. This process obtains the stopping information of the track where the train is located and the current positions of multiple rail gantry cranes distributed on both sides or above the track. This accurately determines the spatial range of the train and the available rail gantry crane resources at the beginning of the positioning process, providing a foundation for subsequent coordinated sweeping. Subsequently, based on the train coverage area determined by the stopping information and combined with the current positions of each rail gantry crane, the train coverage area is divided, and the optimal sweeping path for each rail gantry crane is generated. This allows multiple rail gantry cranes to collaboratively complete the coverage sweeping of the entire train without conflict, and minimizes the time required for each rail gantry crane to complete the sweeping. The maximum value within a given time frame is used to avoid overloading a single rail gantry crane, thereby improving overall patrol efficiency. Based on this, each rail gantry crane is controlled to patrol the train along its corresponding optimal patrol path. During the patrol process, the car body contour data along the track direction and the real-time position information of the rail gantry cranes at different sampling times are collected simultaneously. This establishes a correspondence between changes in the car body contour and the spatial position of the rail gantry cranes, providing raw data support for subsequent precise positioning. Finally, by analyzing the collected car body contour data and combining it with the real-time position information of the rail gantry cranes at the corresponding time, the coordinates of each car body are calculated. This achieves precise car body positioning without relying on preset car body length or length change data, significantly improving the positioning accuracy and applicability in mixed multi-model train formations and complex station environments.

[0102] In one feasible approach, firstly, for any car body, after determining the start time of the car body's outline, the real-time position of the corresponding rail crane at the start time of the outline is obtained, and the real-time position is determined as the start position of the car body; then, after determining the end time of the car body's outline, the real-time position of the corresponding rail crane at the end time of the outline is obtained, and the real-time position is determined as the end position of the car body; finally, based on the start position and the end position, the coordinates of each car body are obtained.

[0103] It should be understood that in this embodiment, after completing the scanning and obtaining the car body contour data and the real-time position information of the rail-mounted gantry crane, the system calculates the coordinates of each car body based on the data. Specifically, for any car body k scanned by rail-mounted gantry crane i, the coordinates are calculated based on its contour start time. The position sequence of the track crane i Find the coordinates corresponding to the time, and determine these coordinates as the starting position of the wagon. According to the end time of its contour The position sequence of the track crane i Find the coordinates corresponding to the time, and determine these coordinates as the termination position of the wagon. At this point, the center coordinates of the car can be obtained. (i.e., locating the target), that is .

[0104] It can be understood that by calculating the coordinates of the car body based on the starting position and the ending position corresponding to each car body, the positioning result of the car body is directly derived from the actual spatial position information obtained in the scanning process, so that the center position is determined based on the real coverage range of the car body in the track direction, avoiding the dependence on the preset car body length, the length change data or the historical configuration parameters, effectively eliminating the cumulative positioning error introduced by inaccurate data or reconfiguration, and further improving the accuracy and stability of the positioning result of the car body, providing a reliable spatial reference for subsequent automatic loading and unloading operations, operation path planning and equipment cooperative control, significantly reducing the need for manual calibration and intervention, and improving the overall operation efficiency and automation level of the railway station.

[0105] In an implementable manner, first, after the multiple track cranes respectively complete the scanning of the corresponding scanning sub-intervals, the number of car bodies recognized by each track crane in the corresponding scanning sub-interval and the starting position and the ending position of the corresponding car body are obtained; then, the starting position and the ending position of the car body recognized by each track crane are sequentially spliced in the spatial order of the scanning sub-intervals in the track direction, to form a car body position sequence of the whole train length; finally, based on the car body position sequence of the whole train length, the coordinates of the train are determined.

[0106] It should be understood that after each track crane completes the scanning of the corresponding scanning sub-interval, it reports the number of car bodies recognized by it and the coordinates of each car body ; then, the system sequentially splices the reported local car body position data in the spatial order of the scanning sub-intervals in the track direction (arranged from the start point to the end point of [1, L]), to form a car body position sequence of the whole train length. For example, if track crane A is responsible for interval [1, 18] and scans 10 car bodies, and track crane B is responsible for the adjacent interval [19, 35] and scans 8 car bodies, then the system will connect the 8 car body data of B after the 10 car body data of A, to form a car body position sequence representing the whole train . Finally, for each car body in the complete sequence obtained after splicing, the above center coordinate calculation is performed, and finally the coordinate set of all car bodies of the whole train is obtained, that is, .

[0107] It can be understood that by directly establishing the car coordinates on the real-time position information obtained in the sweeping process and taking the center of the starting position and the ending position of the car as the car coordinates, the global accurate positioning of each car can be realized, the accumulated error problem caused by inaccurate or missing length-changing data in the traditional method can be effectively avoided, and the manual calibration and waiting time before the automatic loading and unloading operation can be significantly reduced, thereby improving the overall automatic operation efficiency of the railway station.

[0108] Figure 2 Flowchart of the train car positioning method applied to the railway station provided by the embodiment of the present application Figure 2 ; as Figure 2 shown, the embodiment is based on Figure 1 the embodiment, the process of determining the optimal sweeping path is described in detail, and the method comprises the following steps:

[0109] S201, determining the total sweeping interval occupied by the train based on the parking information.

[0110] It should be understood that in this embodiment, after responding to the train parking signal and obtaining the track parking information, the total sweeping interval occupied by the train is determined based on the parking information, i.e. the spatial coverage of the train in the track direction. Specifically, the car head end and the car tail end corresponding to the berth boundary can be determined through the parking information, so as to obtain the total sweeping interval occupied by the train; the total sweeping interval serves as the input boundary condition for subsequent interval division and path planning, so as to ensure that the sweeping range of all subsequent track cranes can completely cover the whole train.

[0111] It can be understood that by determining the total sweeping interval occupied by the train based on the parking information, the sweeping task can be limited within the actual occupied range of the train, so as to avoid invalid sweeping and empty travel of the track crane, thereby reducing the overall sweeping distance and time, and providing accurate spatial boundaries for subsequent multi-track crane division and coverage.

[0112] S202, dividing the total sweeping interval into a plurality of continuous sweeping sub-intervals with the same number as the number of track cranes.

[0113] It should be understood that after obtaining the total sweeping interval, the system divides the total sweeping interval into a plurality of continuous sweeping sub-intervals with the same number as the number of track cranes. Specifically, assuming that the number of available track cranes is n, the total interval [1, L] is divided into n continuous and non-overlapping sub-intervals, i.e. Each specific value combination represents a possible interval division method. In actual implementation, in order to optimize the search efficiency, a dynamic programming method or a heuristic search (such as binary search) combined with the characteristics of the problem can be used to enumerate or approximate the optimal set of division points, so as to reduce the calculation amount and meet the real-time requirements of engineering.

[0114] It can be understood that by dividing the total sweeping interval into a plurality of continuous sweeping sub-intervals, the spatial division of the multi-track crane to the whole train can be realized, so that different track cranes undertake the sweeping task of different intervals, the problem of too long sweeping time caused by a single track crane covering the whole train is avoided, and a structured solution basis for subsequent optimal allocation with the target of minimizing the total sweeping time is provided.

[0115] S203, for each track crane and each sweeping interval, respectively determine the completion time required for the track crane to move from the current position to the starting position of the corresponding sweeping sub-interval and complete the sweeping of the sweeping sub-interval.

[0116] In an implementable manner, the completion time includes a moving time and a sweeping time, wherein the moving time is the time required for the track crane to move from the current position to the starting position of the allocated sweeping sub-interval; and the sweeping time is the time required for the track crane to sweep along the allocated sweeping sub-interval to complete the coverage of the sweeping sub-interval.

[0117] It should be understood that the embodiment step is to construct the cost (time) matrix of the optimization model. The length of the jth sub-interval (sweeping sub-interval) generated by any division method R is For the ith track crane (whose current position is ), if it is allocated to the sub-interval, the total time for completing the task is which is composed of two parts, i.e. the moving time and the sweeping time; wherein the moving time is the time required for the track crane to move from the current position to the starting point of the sub-interval, the distance is ; the completion time is the time required for the track crane to uniformly scan the entire sub-interval length at a constant speed v; therefore, the calculation formula of the completion time is:

[0118]

[0119] wherein, is the completion time.

[0120] It can be understood that by decomposing the completion time into the moving time and the sweeping time and performing quantitative calculation, the common influence of the initial position distribution of the track crane and the interval coverage amount on the total time consumption can be considered at the same time, avoiding rough allocation according to the distance or the interval length only, so as to provide a calculable and optimizable measurement basis for realizing the shortest total sweeping time.

[0121] S204, based on the calculated completion time, determine an allocation scheme for each division method, so that the maximum value of the completion time of all track cranes is minimized.

[0122] The maximum value of the completion time is the maximum value in the completion time of the plurality of track cranes.

[0123] In an implementable manner, first, a time matrix is constructed based on the plurality of track cranes and the plurality of scanning sub-zones; then, based on the time matrix, an assignment problem between the track cranes and the scanning sub-zones is established, and the assignment problem is solved to determine the corresponding relationship between the track cranes and the scanning sub-zones; finally, the corresponding relationship that meets the minimum maximum value condition is determined as an assignment scheme under the current division mode.

[0124] Each element in the time matrix represents the time required for a track crane to complete scanning a scanning sub-zone; the assignment problem is a bipartite graph minimum maximum weight matching problem.

[0125] It should be understood that in the present embodiment, the system determines an assignment scheme for each division mode of the zone based on the completion time calculated in step S203, so that the maximum value in the completion time of all track cranes is minimized, i.e., the problem is converted to: how to one-to-one assign n sub-zones to n track cranes, so that the time used by the latest completion track crane (i.e., the maximum value of the completion time is minimized. Specifically, first, based on the completion time in step S203, all track cranes and sub-zones are calculated, i.e., a time matrix is obtained , and the goal is to find an assignment scheme (bijection) that minimizes . This problem can be efficiently solved by a modified Hungarian algorithm or threshold search combined with a standard assignment problem solver. Specifically, a time threshold T can be searched in a binary manner, and then it is determined whether there is an assignment scheme such that all , is true. By repeatedly adjusting the threshold T and performing existence determination, the minimum feasible T value and its corresponding assignment scheme are finally found.

[0126] For the current division mode R, the algorithm outputs its corresponding optimal assignment scheme and the minimum maximum completion time under the scheme is:

[0127]

[0128] Finally, the corresponding relationship that meets the minimum maximum value condition is determined as the assignment scheme under the current division mode of the zone. Through the assignment scheme, the scanning sub-zone to which each track crane is assigned can be obtained, thereby determining the scanning task boundary of each track crane under the current division mode.

[0129] It can be understood that by determining the allocation scheme with the optimization goal of "minimizing the maximum completion time", the overall waiting caused by the excessive load of individual rail-mounted cranes can be inhibited, the completion time of the multi-rail-mounted crane parallel scanning is determined by the slowest rail-mounted crane and is as small as possible, the total scanning time is the shortest under the same number of devices, the utilization rate of the devices is improved, the consistency of the operation rhythm is improved, and the pre-waiting time of the automatic operation is reduced.

[0130] S205, selecting the partition mode and the corresponding allocation scheme that minimize the maximum value from all partition modes as the optimal scanning path.

[0131] It should be understood that after obtaining the allocation scheme under each interval partition mode, the system selects the partition mode and the corresponding allocation scheme that minimize the maximum completion time from all interval partition modes as the optimal scanning path. Specifically, the system generates a plurality of scanning sub-interval partition modes for different interval partition point combinations, executes steps S203 and S204 for each partition mode respectively, obtains the maximum completion time under the partition mode, and takes the maximum completion time as the total scanning time evaluation result of the partition mode. The system selects the partition mode and the corresponding rail-mounted crane and scanning sub-interval allocation relationship with the minimum total scanning time as the target, and determines the scanning path starting position and ending position of each rail-mounted crane according to the above, thereby forming a set of optimal scanning paths of each rail-mounted crane. In order to meet the real-time performance of the project, this embodiment can use the way of traversing all partition modes to obtain the globally optimal result, or use dynamic programming, heuristic search or binary search optimization strategy to reduce the computational complexity, while ensuring or approximately ensuring the optimality and improving the solving efficiency. The evaluation function of the total scanning time is defined as:

[0132]

[0133] Since the speed v is a constant, minimizing is equivalent to minimizing:

[0134]

[0135] wherein, , represents the jth scanning interval, represents the interval number to which the ith rail-mounted crane is allocated.

[0136] It can be understood that by globally comparing between various interval division modes and selecting the combination with the minimum total patrol time, the global optimal or approximate optimal scheduling of the multi-track crane cooperative patrol can be realized, the goal of "the highest equipment utilization and the shortest total patrol time" can be met, the positioning waiting time before automatic operation is significantly reduced, the operation rhythm fluctuation and manual intervention probability caused by positioning lag are reduced, and the overall operation efficiency of the railway station is improved.

[0137] Figure 3 A schematic diagram of a train track crane is provided for the embodiments of the present application; as shown in Figure 3 , wherein R1, R2, R3 represent a plurality of track cranes arranged in the railway station. These track cranes are distributed at different positions of the track, each track crane can move along the track direction, and can patrol the car bodies in its coverage range. Figure 3 The upper transverse long strip of the above figure represents a whole train parked on the track, and the numbers 1, 2, 3, …, 57 marked inside the long strip correspond to the car bodies arranged in the track direction in the train. The numbers gradually increase, indicating that the car bodies are arranged in the track direction in sequence. Figure 3 The lower scale marked with numbers 1, 3, 5, …, 231 in the above figure represents the bay number in the track direction, which is used to quantitatively describe the spatial position of the train, track crane and patrol interval in the station. The bay number increases from left to right, reflecting the actual distribution of the car bodies and equipment in the track direction.

[0138] Further, Figure 3 It can be seen that the whole train forms a total patrol interval in the track direction, which is divided into a plurality of continuous patrol sub-intervals, and each patrol sub-interval is responsible for by one track crane. For example, the left region is mainly responsible for by the first track crane, the middle region is responsible for by the second track crane, and the right region is responsible for by the third track crane. The patrol sub-intervals are connected end to end and do not overlap each other, and jointly cover the whole train. It can be seen that Figure 3 illustrates the working mode of the multi-track crane cooperative patrol in the present application. By reasonably dividing the patrol interval and matching the initial position of the track crane, the multiple track cranes can complete the patrol task in parallel, thereby shortening the total time required for the whole train to complete the patrol and car body positioning, improving the utilization efficiency of the track crane equipment, and providing accurate and fast preconditions for subsequent car body coordinate calculation and automatic operation.

[0139] Figure 4 A structural schematic diagram of a train car body positioning device applied to a railway station is provided for the embodiments of the present application; as shown in Figure 4 , the device comprises:

[0140] The acquisition module 401 is configured to acquire the parking information of the track where the train is parked and the position information of the plurality of track cranes in response to the parking signal of the train.

[0141] The processing module 402 is configured to generate an optimal scanning path for each rail crane based on the parking information and the position information of the plurality of rail cranes.

[0142] The control module 403 is configured to control each rail crane to scan the train according to the corresponding optimal scanning path, and collect the car profile data and the real-time position information of the rail crane during the scanning process.

[0143] The computing module 404 is configured to calculate the coordinates of each car based on the car profile data and the real-time position information of the rail crane.

[0144] In a possible implementation, the processing module 402 is specifically configured to:

[0145] determine a total scanning interval occupied by the train based on the parking information;

[0146] divide the total scanning interval into a plurality of continuous scanning sub-intervals according to the number of rail cranes, the number of scanning sub-intervals being the same as the number of rail cranes;

[0147] for each rail crane and each scanning sub-interval, determine a start position of the rail crane from the current position to the corresponding scanning sub-interval, and a completion time required for the rail crane to complete scanning of the scanning sub-interval;

[0148] based on the calculated completion time, determine an allocation scheme for each division manner, so that a maximum value of the completion time of all rail cranes is minimized, the maximum value being a maximum value in the completion time of the plurality of rail cranes;

[0149] select, from all division manners, a division manner and a corresponding allocation scheme that minimize the maximum value, as the optimal scanning path.

[0150] In a possible implementation, the completion time includes a moving time and a scanning time, where:

[0151] the moving time is a time required for the rail crane to move from the current position to the start position of the allocated scanning sub-interval;

[0152] the scanning time is a time required for the rail crane to scan along the allocated scanning sub-interval to complete coverage of the scanning sub-interval.

[0153] In a possible implementation, the control module 403 is specifically configured to:

[0154] during the scanning process of each rail crane along the corresponding optimal scanning path, continuously collect real-time position data of the corresponding rail crane in the track direction according to a preset sampling period;

[0155] Collect car profile data along the track direction of the train, and identify gap information between adjacent cars based on the car profile data, the gap information being a region along the track direction where no car profile is detected continuously;

[0156] Based on the gap information, determine the profile start time and the profile end time corresponding to each car, and time-align the profile start time and the profile end time with the real-time position data.

[0157] In a possible implementation, the computing module 404 is specifically configured to:

[0158] For any car, after determining the profile start time of the car, the real-time position of the corresponding rail crane at the profile start time is obtained, and the real-time position is determined as the start position of the car;

[0159] After determining the profile end time of the car, the real-time position of the corresponding rail crane at the profile end time is obtained, and the real-time position is determined as the end position of the car;

[0160] Based on the start position and the end position, the coordinates of each car are obtained.

[0161] In a possible implementation, the apparatus further includes a determining module configured to:

[0162] After the plurality of rail cranes respectively complete the patrol scanning of the corresponding patrol scanning sub-intervals, the number of cars identified by each rail crane in its corresponding patrol scanning sub-interval, and the start position and the end position of the corresponding cars are obtained;

[0163] According to the spatial order of the patrol scanning sub-intervals in the track direction, the start positions and the end positions of the cars identified by the rail cranes are sequentially spliced to form a car position sequence of the full length of the train;

[0164] Based on the car position sequence of the full length of the train, the coordinates of the train are determined.

[0165] In a possible implementation, the processing module 402 is specifically configured to:

[0166] Based on the plurality of rail cranes and the plurality of patrol scanning sub-intervals, a time matrix is constructed, each element in the time matrix representing the time required for a rail crane to complete the patrol scanning of a patrol scanning sub-interval;

[0167] Based on the time matrix, an assignment problem between the rail cranes and the patrol scanning sub-intervals is established, and the assignment problem is solved to determine the corresponding relationship between the rail cranes and the patrol scanning sub-intervals, the assignment problem being a minimum maximum weight matching problem of bipartite graph;

[0168] The corresponding relationship that satisfies the maximum minimum condition is determined as an assignment scheme under the current division mode.

[0169] The train body positioning device applied to a railway station provided by the embodiments of the present application can execute the method provided by the method embodiments, and has similar implementation principles and technical effects, which will not be repeated here.

[0170] Figure 5 The structure schematic diagram of the electronic device provided by the embodiments of the present application is shown in FIG. 1. As shown in the figure, the electronic device 50 provided by the embodiments of the present application includes at least one processor 501 and a memory 502. Optionally, the device 50 further includes a communication component 503. The processor 501, the memory 502 and the communication component 503 are connected through a bus 504. Figure 5

[0171] In the specific implementation process, the at least one processor 501 executes the computer execution instructions stored in the memory 502, so that the at least one processor 501 executes the above-mentioned method.

[0172] The specific implementation process of the processor 501 can refer to the method embodiments, which have similar implementation principles and technical effects, and will not be repeated here.

[0173] In the above embodiments, it should be understood that the processor can be a central processing unit (English: Central Processing Unit, CPU for short), and can also be other general-purpose processors, digital signal processors (English: Digital Signal Processor, DSP for short), application specific integrated circuits (English: Application Specific Integrated Circuit, ASIC for short) and the like. The general-purpose processor can be a microprocessor, or the processor can also be any conventional processor, etc. The steps of the method disclosed in the application can be directly embodied as the execution of the hardware processor, or executed by the combination of the hardware and software modules in the processor.

[0174] The memory can include a high-speed memory (Random Access Memory, RAM), and can also include a non-volatile memory (Non-volatile Memory, NVM), for example, at least one disk memory.

[0175] ​The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0176] The present application also provides a yard crane, which comprises the electronic device described above, and the electronic device can execute the method provided by the method embodiments described above, and the implementation principle and technical effects are similar, and details are not described herein.

[0177] The readable storage medium described above can be realized by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0178] An exemplary readable storage medium is coupled to the processor, so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in the device.

[0179] The division of units is only a logical function division, and when actually implemented, there can be another division manner, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0180] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, i.e., may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0181] In addition, each functional unit in various embodiments of the application can be integrated into one processing unit, or each unit can exist physically, or two or more units can be integrated into one unit.

[0182] If the function is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the application essentially or the part that contributes to the prior art or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the various embodiment methods of the application. The aforementioned storage medium includes: a U disk, 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 disk, and various media that can store program codes.

[0183] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware. The aforementioned program can be stored in a computer readable storage medium. The program executes to perform the steps of the above-mentioned method embodiments; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk, and various media that can store program codes.

[0184] Finally, it should be noted that those skilled in the art, after considering the specification and practicing the application disclosed herein, will easily think of other embodiments of the application. The application is intended to cover any variations, uses, or adaptations of the application that follow the general principles of the application and include common knowledge or conventional technical means in the art that are not disclosed by the application, and is not limited to the precise structure described above and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the application is only limited by the appended claims.

Claims

1. A method for positioning railcars at a rail yard, the method comprising: The railway station includes multiple yard bridges, and the method includes: In response to the train's stop signal, it obtains the stop information of the track where the train is located and the position information of multiple rail gantry cranes; Based on the docking information and the location information of the multiple rail-mounted gantry cranes, an optimal patrol and sweeping path is generated for each of the rail-mounted gantry cranes; The system controls each of the rail-mounted gantry cranes to scan the train according to the corresponding optimal scanning path, and collects the train's car body outline data and the real-time position information of the rail-mounted gantry cranes during the scanning process. Based on the car body contour data and the real-time position information of the rail crane, the coordinates of each car body are calculated.

2. The method of claim 1, wherein, The step of generating the optimal patrol path for each of the rail-mounted gantry cranes based on the docking information and the location information of the multiple rail-mounted gantry cranes includes: The total patrol and sweeping area occupied by the train is determined based on the stopping information; Based on the number of rail-mounted gantry cranes, the total patrol and sweeping interval is divided into multiple consecutive patrol and sweeping sub-intervals, which are the same as the number of rail-mounted gantry cranes. For each rail-mounted gantry and each patrol section, determine the starting position of the rail-mounted gantry from its current position to the corresponding patrol section, and the completion time required to patrol the patrol section. Based on the calculated completion time, an allocation scheme is determined for each division method, such that the maximum value of the completion time of all the rail-mounted gantry cranes is minimized, and the maximum value of the completion time is the maximum value among the completion times of the multiple rail-mounted gantry cranes; Select the partitioning method that minimizes the maximum value and the corresponding allocation scheme from all partitioning methods, and use it as the optimal patrol path.

3. The method according to claim 2, characterized in that, The completion time includes the movement time and the patrol time, wherein: The travel time is the time required for the rail-mounted gantry crane to move from its current position to the starting position of the assigned patrol sub-section; The sweeping time is the time required for the track hoist to sweep the assigned sweeping sub-section in order to complete the coverage of that sweeping sub-section.

4. The method according to claim 1, characterized in that, The process of collecting the train's wagon outline data and the real-time position information of the track gantry crane during the inspection and sweeping includes: During the scanning process of each of the rail cranes along the corresponding optimal scanning path, the real-time position data of the rail cranes in the track direction is continuously collected according to a preset sampling period. Collect the car body contour data of the train along the track direction, and identify the gap information between adjacent cars based on the car body contour data. The gap information is a continuous area along the track direction where no car body contour was detected. Based on the gap information, the start time and end time of the outline corresponding to each car body are determined, and the start time and end time of the outline are time-aligned with the real-time position data.

5. The method according to claim 1, characterized in that, The step of calculating the coordinates of each car body based on the car body contour data and the real-time position information of the rail crane includes: For any car body, after determining the starting time of the car body's outline, the real-time position of the corresponding rail crane at the starting time of the outline is obtained, and the real-time position is determined as the starting position of the car body. After determining the end time of the outline of the car body, the real-time position of the corresponding rail crane at the end time of the outline is obtained, and the real-time position is determined as the end position of the car body. Based on the starting position and the ending position, the coordinates of each car body are obtained.

6. The method according to any one of claims 1-5, characterized in that, The method further includes: After multiple rail-mounted gantry cranes have completed the scanning of their respective patrol sub-sections, the number of wagons identified by each rail-mounted gantry crane in its corresponding patrol sub-section, as well as the starting and ending positions of the corresponding wagons, are obtained. According to the spatial order of the patrol and sweeping sub-sections in the track direction, the starting and ending positions of the wagons identified by each rail gantry are sequentially spliced ​​together to form a wagon position sequence for the entire length of the train. The coordinates of the train are determined based on the sequence of car positions along the entire length of the train.

7. The method according to claim 2, characterized in that, The step of determining an allocation scheme for each partitioning method includes: Based on the multiple rail-mounted gantry cranes and the multiple patrol sub-sections, a time matrix is ​​constructed, where each element of the time matrix represents the time required for a rail-mounted gantry crane to complete patrolling one patrol sub-section. Based on the time matrix, an allocation problem between the rail gantry and the patrol sub-section is established, and the allocation problem is solved to determine the correspondence between each rail gantry and each patrol sub-section. The allocation problem is a bipartite graph minimization maximum weight matching problem. The correspondence that satisfies the minimum maximum value condition is determined as an allocation scheme under the current partitioning method.

8. A train car positioning device applied in railway stations, characterized in that, include: The acquisition module is used to acquire the stopping information of the train on the track and the position information of multiple rail gantry cranes in response to the train's stopping signal. The processing module is used to generate the optimal patrol and sweeping path for each of the rail gantry cranes based on the docking information and the position information of the multiple rail gantry cranes; The control module is used to control each of the rail gantry cranes to scan the train according to the corresponding optimal scanning path, and to collect the train's car body outline data and the real-time position information of the rail gantry cranes during the scanning process; The calculation module is used to calculate the coordinates of each car body based on the car body contour data and the real-time position information of the rail crane.

9. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A field bridge, characterized in that, The field bridge includes a memory and a processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

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