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

Abstract

This application provides a method, device, and yard crane for locating train wagons in railway stations. The method includes: first, in response to a train's stop signal, acquiring the stop information of the track where the train is located and the position information of multiple rail gantry cranes; then, based on the stop information and the position information of the multiple rail gantry cranes, generating an optimal scanning path for each rail gantry crane; next, controlling each rail gantry crane to scan the train according to its corresponding optimal scanning path, and collecting the train wagon contour data and the real-time position information of the rail gantry cranes during the scanning process; finally, calculating the coordinates of each wagon based on the wagon contour data and the real-time position information of the rail gantry cranes. Through this method, precise positioning of train wagons in railway stations is achieved, thereby improving the efficiency of train loading and unloading operations.

Description

Technical Field

[0001] This application relates to the field of train car positioning, and more particularly to a train car positioning method, device, and yard crane applied to railway stations. Background Technology

[0002] In automated operations at railway stations, precise positioning of train cars is crucial for efficient loading and unloading. Railway stations typically consist of multiple tracks, each capable of accommodating several trains, each train containing dozens of cars. During transport, factors such as braking and deceleration can cause deviations between the actual and nominal lengths of train cars, and cross-border trains may lack complete length conversion data. Furthermore, the efficiency of the rail-mounted gantry cranes' sweeping directly impacts the overall station's operational progress: inadequate sweeping path planning can lead to equipment idle time, increased waiting times, and even manual intervention due to inaccurate positioning. Therefore, automated operations at railway stations urgently require a method that does not rely on pre-stored data, can adapt to complex scenarios, and efficiently coordinates multiple rail-mounted gantry cranes to achieve global positioning, thereby improving loading and unloading efficiency and reducing labor costs.

[0003] In existing technologies, the commonly used method for locating train cars is usually a combination of benchmark positioning and length conversion calculation. Specifically, by determining the position coordinates of the first or a certain reference car, and combining the car length conversion information (i.e., the nominal length of the car) pre-stored in the station system, the positions of the remaining cars are derived in sequence.

[0004] However, existing methods rely on the data integrity of the station system, resulting in large positioning errors. Furthermore, a single rail gantry crane typically needs to cover the entire train, leading to long patrol times and low equipment utilization. Summary of the Invention

[0005] This application provides a method, device, and yard crane for locating train cars in railway stations, in order to solve the problems in the prior art that rely on the data integrity of the station system, have large positioning errors, and require a single track crane to cover the entire train, resulting in long inspection times and low equipment utilization.

[0006] In a first aspect, embodiments of this application provide a method for locating train wagons in railway stations, including:

[0007] 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;

[0008] 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;

[0009] 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.

[0010] 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.

[0011] In one possible implementation, generating the optimal patrol path for each of the rail-mounted gantry cranes based on the docking information and the location information of the plurality of rail-mounted gantry cranes includes:

[0012] The total patrol and sweeping area occupied by the train is determined based on the stopping information;

[0013] 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.

[0014] 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.

[0015] 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;

[0016] 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.

[0017] In one possible implementation, the completion time includes both movement time and sweeping time, wherein:

[0018] 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;

[0019] 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.

[0020] In one possible implementation, the collection of train car contour data and track gantry real-time position information during the inspection and sweeping process includes:

[0021] 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.

[0022] 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.

[0023] 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.

[0024] In one possible implementation, 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:

[0025] 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.

[0026] 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.

[0027] Based on the starting position and the ending position, the coordinates of each car body are obtained.

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

[0029] 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.

[0030] 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.

[0031] The coordinates of the train are determined based on the sequence of car positions along the entire length of the train.

[0032] In one possible implementation, determining an allocation scheme for each partitioning method includes:

[0033] 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.

[0034] 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.

[0035] The correspondence that satisfies the minimum maximum value condition is determined as an allocation scheme under the current partitioning method.

[0036] Secondly, embodiments of this application provide a train car positioning device applied in railway stations, comprising:

[0037] 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.

[0038] 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;

[0039] 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;

[0040] 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.

[0041] In one possible implementation, the processing module is specifically used for:

[0042] The total patrol and sweeping area occupied by the train is determined based on the stopping information;

[0043] 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.

[0044] 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.

[0045] 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;

[0046] 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.

[0047] In one possible implementation, the completion time includes both movement time and sweeping time, wherein:

[0048] 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;

[0049] 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.

[0050] In one possible implementation, the control module is specifically used for:

[0051] 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.

[0052] 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.

[0053] 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.

[0054] In one possible implementation, the computing module is specifically used for:

[0055] 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.

[0056] 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.

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

[0058] In one possible implementation, the apparatus further includes a determining module for:

[0059] 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.

[0060] 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.

[0061] The coordinates of the train are determined based on the sequence of car positions along the entire length of the train.

[0062] In one possible implementation, the processing module is specifically used for:

[0063] 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.

[0064] 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.

[0065] The correspondence that satisfies the minimum maximum value condition is determined as an allocation scheme under the current partitioning method.

[0066] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0067] The memory stores computer-executed instructions;

[0068] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0069] Fourthly, embodiments of this application provide a field bridge, the field bridge including a memory and a processor;

[0070] The memory stores computer-executed instructions;

[0071] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0072] The train car positioning method, device, and yard crane provided in this application for railway stations first trigger a 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, generating the optimal sweeping path for each rail gantry crane. This allows multiple rail gantry cranes to collaboratively complete the coverage sweeping of the entire train without conflict, minimizing the workload of each rail gantry crane. The maximum time required for inspection and scanning is determined to avoid overloading a single rail gantry crane, thereby improving overall inspection and scanning efficiency. Based on this, each rail gantry crane is controlled to scan the train along its corresponding optimal inspection path. During the inspection, 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, establishing a correspondence between changes in the car body contour and the spatial position of the rail gantry cranes, thus 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-car body formations and complex environments. Attached Figure Description

[0073] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0074] Figure 1 A flowchart illustrating the train car positioning method applied to railway stations provided in this application embodiment. Figure 1 ;

[0075] Figure 2 A flowchart illustrating the train car positioning method applied to railway stations provided in this application embodiment. Figure 2 ;

[0076] Figure 3 This is a schematic diagram of a railway track gantry crane provided in an embodiment of this application;

[0077] Figure 4 A schematic diagram of the structure of a train car positioning device applied to a railway station, provided in an embodiment of this application;

[0078] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0079] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0080] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0081] Precise positioning of train wagons is crucial for efficient loading and unloading operations. Railway stations typically consist of multiple tracks, each capable of accommodating several trains, each train containing dozens of wagons. In traditional operations, rail-mounted gantry cranes (lifting devices that move along the tracks) must perform precise lifting operations based on the wagons' positions. However, wagon positioning relies on pre-stored "length conversion information" (i.e., the nominal length of the wagons) in the station system, using the position of the first reference wagon to deduce the positions of the remaining wagons. Because the actual length of a train wagon may deviate from its nominal value during transport due to braking, deceleration, and other factors, and because cross-border trains may lack complete length conversion data, traditional methods often suffer from large positioning errors and poor applicability. Furthermore, the efficiency of the rail-mounted gantry crane's patrol directly affects the overall station's operational progress: an unreasonable patrol path can lead to equipment idle time, increased waiting time, and even manual intervention due to inaccurate positioning. Therefore, in the automated operation of railway stations, 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 cranes to complete global positioning, so as to improve loading and unloading efficiency and reduce labor costs.

[0082] In existing technologies, the commonly used method for locating train cars is usually a combination of benchmark positioning and length conversion calculation. Specifically, by determining the position coordinates of the first or a certain reference car, and combining the car length conversion information (i.e., the nominal length of the car) pre-stored in the station system, the positions of the remaining cars are derived in sequence.

[0083] However, existing methods rely on the integrity of the station system's data. Errors or outdated length change information will directly lead to positioning errors. Furthermore, for cross-border trains, the method is completely ineffective due to the lack of length change data. During the sweeping process, a single rail-mounted gantry crane typically needs to cover the entire train, resulting in long sweeping times and low equipment utilization. If multiple rail-mounted gantry cranes are used in coordinated operation, existing technologies lack reasonable path planning algorithms, easily leading to equipment idleness or overlapping coverage, making it difficult to achieve the goal of full coverage and short sweeping time.

[0084] Based on this, this application proposes a train car positioning method for railway stations. In existing technologies, the train car positioning process heavily relies on the integrity of basic data such as car length changes within the station system. Furthermore, since a single rail gantry crane typically scans the entire train, this results in long scanning paths, extended operation time, and low utilization of the rail gantry crane equipment. The inventors recognize that train cars are continuously distributed along the track direction with physical gaps between adjacent cars. As the rail gantry crane moves along the track direction, it can simultaneously acquire its own position information and the car car contour change information. Therefore, the spatial position of the car car can be directly determined by correlating the car car contour with the rail gantry crane position. Specifically: after the train stops, the position of the train on the track is first acquired... The system collects docking information and the location information of multiple rail-mounted gantry cranes, and generates the optimal sweeping path for each gantry crane based on the train's coverage area and the distribution of the gantry cranes. This allows multiple gantry cranes to be responsible for different sweeping sections and work together to complete the coverage sweeping of the entire train. During the sweeping process, the system simultaneously collects the car body contour data and the real-time location information of the gantry cranes. By identifying the gaps between adjacent car bodies and combining the gantry crane positions at the corresponding time, the actual coordinates of each car body are calculated. This enables precise car body positioning without relying on preset car body length or length change data. This significantly reduces positioning errors caused by incomplete station data and effectively shortens the sweeping time through parallel operation of multiple gantry cranes, improving the overall utilization efficiency of the gantry cranes and the station's operational efficiency.

[0085] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0086] It should be noted that although the embodiments in this application describe a "rail-mounted gantry crane" as the specific execution device, it should be understood that a "rail-mounted gantry crane" is a specific form of a "field bridge". The core of this application lies in the general technical concept of multiple mobile devices scanning and locating targets based on collaborative path planning. Its protection scope covers all field bridge equipment with a large trolley traveling mechanism, capable of carrying scanning units and controlled by a unified scheduling system, including but not limited to rail-mounted field bridges (i.e., rail-mounted gantry cranes), tire-mounted field bridges, and other field mobile loading and unloading machinery that achieve the same function. Therefore, in the embodiments of this application, for the sake of concise description and clear examples, a "rail-mounted gantry crane" is used as a representative embodiment for detailed description. However, this should not be construed as a limitation of this application. Those skilled in the art should understand that replacing "rail-mounted gantry crane" with any other "field bridge" or similar mobile execution device that has the above-mentioned elements falls within the spirit and protection scope of the technical solution of this invention. In the claims, "rail-mounted gantry crane" should be interpreted broadly to cover all similar or equivalent field mobile operation devices capable of implementing the method of this invention.

[0087] Figure 1 A flowchart illustrating the train car positioning method applied to railway stations provided in this application embodiment. Figure 1 ;like Figure 1 As shown, the method includes:

[0088] S101, in response to the train's stop signal, obtains the stop information of the track where the train is located and the position information of multiple rail gantry cranes.

[0089] It should be understood that, in this embodiment, after the train completes its stop, the station management system sends a train stop signal to the wagon positioning system as the starting condition for triggering the train wagon positioning process. The system of this application responds to this signal and begins executing the global positioning process. First, it obtains the train's stop information from the station management system, the core of which is determining the spatial coverage area of ​​the train in the yard, i.e., the track section to be scanned, which can be defined as [1, L], where 1 and L represent the bay (length measurement unit) numbers of the start and end points of the track, respectively. Then, the system obtains the real-time position information of all n available rail gantry cranes from the equipment control system (ECS). This refers to the current position coordinates of each rail-mounted gantry crane, which reflects the initial spatial distribution of each rail-mounted gantry crane at the start of the positioning process. Through this method, the overall spatial range of the train and the status of available rail-mounted gantry cranes can be simultaneously determined at the beginning of the positioning process, providing the basic data conditions for calculating subsequent multi-rail-mounted gantry crane collaborative scanning paths.

[0090] It should be understood that by uniformly obtaining track stopping information and the location information of multiple rail gantry cranes after the train stops, it is possible to ensure that the subsequent positioning process is based on the real and real-time station status, avoiding reliance on historical length change data or manually configured data, reducing positioning errors from the source, and providing accurate initial conditions for multi-rail gantry crane collaborative operations.

[0091] S102. Based on the docking information and the location information of multiple rail-mounted gantry cranes, generate the optimal patrol and sweeping path for each rail-mounted gantry crane.

[0092] It should be noted that the specific method for generating the optimal sweeping path for each rail-mounted gantry is described in this application. Figure 2 The specific details in the embodiments are explained in detail, and will not be repeated here.

[0093] Understandably, by generating the optimal sweeping path for each rail gantry, multiple rail gantry can be rationally divided in space and operate in parallel in time, avoiding the long waiting time caused by a single rail gantry covering the entire train. This significantly shortens the overall time required for wagon positioning and improves the utilization rate of rail gantry equipment and the efficiency of station operations.

[0094] S103. Control each rail gantry to scan the train according to the corresponding optimal scanning path, and collect the train car body contour data and the real-time position information of the rail gantry during the scanning process.

[0095] In one feasible approach, firstly, during the scanning process of each rail gantry along the corresponding optimal scanning path, real-time position data of the corresponding rail gantry in the track direction is continuously collected according to a preset sampling period; then, the car body contour data of the train along the track direction is collected, and the gap information between adjacent car bodies is identified based on the car body contour data; finally, based on the gap information, the contour start time and contour end time corresponding to each car body are determined, and the contour start time and contour end time are time-aligned with the real-time position data.

[0096] The gap information refers to the area along the track direction where the outline of the car body was not detected continuously.

[0097] It should be understood that after generating the optimal scanning path for each rail-mounted gantry crane, the system distributes the optimal scanning path to the ECS of each gantry crane to execute the mobile scanning task. Throughout the scanning process, the system continuously records the real-time position coordinate sequence of each rail-mounted gantry crane in the track direction at a high-frequency preset sampling period (e.g., 10 times per second). At the same time, the system continuously detects objects below using the contour scanner (e.g., LiDAR) mounted on the rail-mounted gantry crane during the movement. When the top surface of a train car is detected, a "contour" signal is generated. Since there is a natural physical gap between adjacent cars, the system identifies areas along the track direction where the car contour data has not been detected and determines these areas as the gap information between adjacent cars. Furthermore, for each scanned car body, the system determines the start time (when the laser first hits the car body) and end time (when the laser leaves the car body and enters the gap) of the contour corresponding to each car body based on the gap information. Since the position data and contour data are collected synchronously, the system uses a unified timestamp to align the start time and end time of the contour with the real-time position information of the rail gantry crane, thereby establishing a one-to-one correspondence between the changes in the car body contour and the spatial position of the rail gantry crane.

[0098] Understandably, by simultaneously collecting car body contour data and real-time track gantry crane position information during the inspection and scanning process, and by using the objective physical characteristic of car body gaps to naturally segment the car bodies, it is possible to accurately identify each car body without prior acquisition of car body length or length change information. This provides a reliable data foundation for subsequent car body coordinate calculations and significantly enhances the adaptability of the positioning process to complex formations and mixed train formations.

[0099] S104. Based on the car body outline data and the real-time position information of the rail crane, calculate the coordinates of each car body.

[0100] Understandably, by using direct physical measurement data, the final output is a high-precision global coordinate system for the wagon. This method completely eliminates the reliance on pre-set wagon data from the depot system, can automatically adapt to various trains (including external trains without data), and can accurately reflect the physical length changes of the wagon caused by braking and stretching.

[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] Understandably, by calculating the coordinates of each wagon based on its starting and ending positions, the wagon's positioning result directly derives from the actual spatial location information obtained during the inspection and scanning process. This allows the wagon's center position to be determined based on its actual coverage area along the track, avoiding reliance on preset wagon lengths, length change data, or historical configuration parameters. This effectively eliminates the cumulative positioning error introduced by inaccurate data or changes in train formation, thereby improving the accuracy and stability of the wagon positioning results. This provides a reliable spatial reference for subsequent automated loading and unloading operations, work path planning, and equipment collaborative control, significantly reducing the need for manual calibration and intervention, and improving the overall operational efficiency and automation level of railway stations.

[0105] In one feasible approach, firstly, after multiple rail-mounted gantry cranes have completed their respective patrol and sweeping sub-sections, the number of wagons identified by each rail-mounted gantry crane within its corresponding patrol and sweeping sub-section, as well as the starting and ending positions of the corresponding wagons, are obtained. Then, according to the spatial order of the patrol and sweeping sub-sections along the track direction, the starting and ending positions of the wagons identified by each rail-mounted gantry crane are sequentially spliced ​​together to form a wagon position sequence for the entire length of the train. Finally, based on the wagon position sequence for the entire length of the train, the coordinates of the train are determined.

[0106] It should be understood that after completing the sweep of its corresponding sub-section, each rail-mounted gantry crane reports the number of wagons it has identified. and the coordinates of each wagon Then, the system sequentially splices the reported local car position data according to the spatial order of the scanned sub-sections on the track (arranged from the starting point to the ending point of [1, L]), forming a car position sequence representing the entire train length. For example, if track gantry A is responsible for section [1, 18] and scans 10 cars; track gantry B is responsible for the adjacent section [19, 35] and scans 8 cars, then the system will append the data of B's ​​8 cars to A's 10 cars to form a car position sequence representing the entire train. Finally, the complete result obtained after splicing... For each car in the sequence, the above center coordinate calculation is performed, ultimately yielding the coordinate set of all car bodies on the entire train, which is... .

[0107] Understandably, by directly establishing the car coordinates on the real-time location information obtained during the inspection and scanning process, and using the center of the car's starting and ending positions as the car coordinates, it is possible to achieve global and accurate positioning of each car. This effectively avoids the cumulative error problem caused by inaccurate or missing length change data in traditional methods, while significantly reducing manual calibration and waiting time before automated loading and unloading operations, thereby improving the overall efficiency of automated operations in railway stations.

[0108] Figure 2 A flowchart illustrating the train car positioning method applied to railway stations provided in this application embodiment. Figure 2 ;like Figure 2 As shown, in this embodiment... Figure 1 Based on the examples, the process of determining the optimal patrol path is described in detail. The method includes:

[0109] S201. Determine the total patrol area occupied by the train based on the stopping information.

[0110] It should be understood that, in this embodiment, after responding to the train stop signal and obtaining track stop information, the total sweeping interval occupied by the train is determined based on the stop information, that is, the spatial coverage range of the train in the track direction. Specifically, the stop information can be used to determine the boundary of the positions corresponding to the front and rear ends of the train, thereby obtaining the total sweeping interval occupied by the train; this total sweeping interval serves as the input boundary condition for subsequent section division and path planning, ensuring that the sweeping range of all subsequent track gantry cranes can completely cover the entire train.

[0111] Understandably, by determining the total patrol area occupied by the train based on the stopping information, the patrol task can be limited to the actual area occupied by the train, avoiding ineffective patrols and empty trips by the rail gantry cranes, thereby reducing the overall patrol distance and time, and providing accurate spatial boundaries for subsequent multi-rail gantry crane division of labor coverage.

[0112] S202. Based on the number of rail-mounted gantry cranes, the total patrol and sweeping area is divided into multiple continuous patrol and sweeping sub-areas, which are the same as the number of rail-mounted gantry cranes.

[0113] It should be understood that after obtaining the total patrol interval, the system divides the total patrol interval into multiple consecutive patrol sub-intervals, the same number as the number of rail-mounted gantry cranes. Specifically, assuming the number of available rail-mounted gantry cranes is n, the total interval [1, L] is divided into n consecutive and non-overlapping sub-intervals, i.e. Each specific combination of values ​​represents a possible way to partition the interval. In practical implementation, to optimize search efficiency, dynamic programming methods or heuristic search methods combined with problem characteristics (such as binary search) can be used to enumerate or approximate the optimal set of partition points, thereby reducing the amount of computation and meeting the real-time requirements of engineering.

[0114] Understandably, by dividing the total sweeping interval into multiple continuous sweeping sub-intervals, the spatial division of labor for the entire train can be achieved by multiple rail gantry cranes, allowing different rail gantry cranes to undertake sweeping tasks for different intervals. This avoids the problem of excessively long sweeping time caused by a single rail gantry crane covering the entire train, and provides a structured solution basis for subsequent optimal allocation with the goal of minimizing the total sweeping time.

[0115] S203. For each rail-mounted gantry and each patrol section, determine the starting position of the rail-mounted gantry moving from its current position to the corresponding patrol section, and the completion time required to complete the patrol section.

[0116] In one possible implementation, the completion time includes movement time and sweeping time, wherein the movement time is the time required for the rail-mounted gantry crane to move from its current position to the starting position of the assigned sweeping sub-section; and the sweeping time is the time required for the rail-mounted gantry crane to sweep along the assigned sweeping sub-section to complete the coverage of the sweeping sub-section.

[0117] It should be understood that the steps in this embodiment are for optimizing the model construction cost (time) matrix. The length of the j-th sub-interval (sweep sub-interval) generated by any partitioning method R is... For the i-th rail-mounted gantry crane (whose current position is...) If it is assigned to this sub-interval, the total time for it to complete the task... It consists of two parts: movement time and sweeping time; where movement time is the time it takes for the rail-mounted gantry crane to move from its current position. Move to the starting point of this sub-interval The required time and distance are The completion time is the time it takes for the track-mounted crane to scan the entire sub-interval length at a constant speed v. The required time; therefore, the formula for calculating the completion time is:

[0118]

[0119] in, The completion time.

[0120] Understandably, by breaking down the completion time into movement time and sweeping time and quantifying them, the combined impact of the initial position distribution of the rail-mounted gantry and the coverage of the section on the total time can be considered simultaneously. This avoids rough allocation based solely on distance or section length, thus providing a calculable and optimizable metric for minimizing the overall sweeping time.

[0121] S204. Based on the calculated completion time, determine an allocation scheme for each division method to minimize the maximum completion time of all rail-mounted gantry cranes.

[0122] The maximum completion time is the largest value among the completion times of multiple rail-mounted gantry cranes.

[0123] In one feasible approach, a time matrix is ​​first constructed based on multiple rail-mounted gantry cranes and multiple patrol sub-sections. Then, based on the time matrix, an allocation problem between the rail-mounted gantry cranes and patrol sub-sections is established and solved to determine the correspondence between each rail-mounted gantry crane and each patrol sub-section. Finally, the correspondence that satisfies the minimum maximum value condition is determined as an allocation scheme under the current partitioning method.

[0124] In this context, each element in the time matrix represents the time required for a tracked gantry to complete the sweeping of one sub-section; the allocation problem is a bipartite graph minimization maximum weight matching problem.

[0125] It should be understood that, in this embodiment, the system determines an allocation scheme for each interval division method based on the completion time calculated in step S203, so that the maximum value of the completion time of all rail cranes is minimized. That is, the problem is transformed into: how to allocate n sub-intervals one-to-one to n rail cranes, so that the time taken by the last rail crane to complete (i.e., the maximum completion time) is minimized. To achieve the minimum. Specifically, firstly, based on the completion time in step S203, calculations are performed on all track gantry cranes and sub-sections to obtain a minimum. Time matrix The goal is to find an allocation scheme. (Double-shot), making The goal is to minimize this problem. This can be efficiently solved using a modified Hungarian algorithm or a threshold search combined with a standard assignment problem solver. Specifically, a binary search can be performed on a time threshold T, and then it can be determined whether an assignment scheme exists. This makes all This is true. By repeatedly adjusting the threshold T and performing existence checks, the smallest feasible value of T and its corresponding allocation scheme are finally found. .

[0126] For the current partitioning method R, the algorithm outputs its corresponding optimal allocation scheme. And the minimum maximum completion time under this scheme is:

[0127]

[0128] Finally, the correspondence that satisfies the minimum maximum condition is determined as the allocation scheme under the current interval division method. Through this allocation scheme, the patrol sub-interval assigned to each rail-mounted gantry crane can be obtained, thus clarifying the patrol task boundary of each rail-mounted gantry crane under the current division method.

[0129] Understandably, by determining the allocation scheme with the optimization objective of "minimizing the maximum completion time", it is possible to suppress the overall waiting caused by the excessive load of individual rail gantry cranes, so that the completion time of parallel sweeping by multiple rail gantry cranes is determined by the slowest rail gantry crane and is as small as possible. Thus, the total sweeping time is minimized with the same number of equipment, and the equipment utilization rate and work cycle consistency are improved, while the pre-waiting time of automated operations is reduced.

[0130] S205. 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.

[0131] It should be understood that after obtaining the allocation scheme under each interval division method, the system selects the division method and corresponding allocation scheme that minimizes the maximum completion time from all interval division methods as the optimal patrol path. Specifically, the system generates multiple patrol sub-interval division methods for different combinations of interval division points, executes steps S203 and S204 for each division method, obtains the maximum completion time under that division method, and uses this maximum completion time as the total patrol time evaluation result for that division method. The system aims to minimize the total patrol time, selects the division method with the minimum total patrol time and its corresponding rail gantry and patrol sub-interval allocation relationship, and determines the start and end positions of the patrol path for each rail gantry accordingly, thus forming the optimal patrol path set for each rail gantry. To meet the real-time requirements of the project, this embodiment can use a method of traversing all division methods to obtain the global optimal result, or it can use optimization strategies such as dynamic programming, heuristic search, or binary search to reduce computational complexity, improving solution efficiency while ensuring or approximately ensuring optimality. The evaluation function for the total patrol time is defined as:

[0132]

[0133] Since the velocity v is constant, minimize Equivalent to minimizing:

[0134]

[0135] in, , This represents the j-th scan interval. This indicates the section number to which the i-th rail-mounted gantry crane is assigned.

[0136] It is understandable that by making a global comparison among various interval division methods and selecting the combination with the minimum total sweeping time, the global optimal or near-optimal scheduling of multi-rail gantry collaborative sweeping can be achieved, ensuring that the goal of "maximum equipment utilization and shortest total sweeping time" is met. This significantly reduces the positioning waiting time before automated operation and reduces the fluctuation of operation rhythm and the probability of manual intervention caused by positioning lag, thereby improving the overall operation efficiency of railway stations.

[0137] Figure 3 This is a schematic diagram of a train track gantry crane provided in an embodiment of this application; as shown Figure 3 As shown, R1, R2, and R3 represent multiple rail-mounted gantry cranes installed within the railway station. These gantry cranes are distributed at different locations along the tracks, and each gantry crane can move along the track direction and scan the wagons within its coverage area. Figure 3 The horizontal bar above represents the entire train stopped on the track. The numbers 1, 2, 3, ..., 57 inside the bar correspond to the individual carriages of the train arranged sequentially along the track direction. The numbers increase progressively, indicating that the carriages are arranged in order along the track direction. Figure 3 The numbers 1, 3, 5, ..., 231 below indicate the track position number, used to quantitatively describe the spatial location of trains, track cranes, and patrol sections within the station. The track position numbers increase from left to right, reflecting the actual distribution of wagons and equipment along the track direction.

[0138] Furthermore, Figure 3 It can be seen that the entire train forms a total sweeping zone along the track direction. This total sweeping zone is divided into multiple consecutive sweeping sub-zones, each swept by a single rail-mounted gantry crane. For example, the left side is mainly covered by the first rail-mounted gantry crane, the middle area by the second, and the right side by the third. The sweeping sub-zones are connected end-to-end, do not overlap, and collectively cover the entire train. Therefore, Figure 3 This vividly illustrates the working method of multi-rail gantry crane collaborative sweeping in this application. By rationally dividing the sweeping section and matching the initial position of the rail gantry cranes, multiple rail gantry cranes can complete the sweeping task in parallel, thereby shortening the total time required for the entire train to complete the sweeping and wagon positioning, improving the utilization efficiency of the rail gantry crane equipment, and providing accurate and rapid prerequisites for subsequent wagon coordinate calculation and automated operation.

[0139] Figure 4 This is a schematic diagram of the structure of a train car positioning device applied in a railway station, as provided in the embodiments of this application; Figure 4 As shown, the device includes:

[0140] The acquisition module 401 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.

[0141] The processing module 402 is used to generate the optimal patrol path for each rail gantry crane based on the docking information and the location information of multiple rail gantry cranes;

[0142] The control module 403 is used to control each rail gantry 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 during the scanning process;

[0143] The calculation module 404 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.

[0144] In one possible implementation, the processing module 402 is specifically used for:

[0145] The total patrol area occupied by the train is determined based on the stopping information;

[0146] Based on the number of rail-mounted gantry cranes, the total patrol and sweeping area is divided into multiple consecutive patrol and sweeping sub-areas, which is the same as the number of rail-mounted gantry cranes.

[0147] 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 complete the patrol section.

[0148] Based on the calculated completion time, an allocation scheme is determined for each division method to minimize the maximum value of the completion time of all rail gantry cranes. The maximum value of the completion time is the maximum value among the completion times of multiple rail gantry cranes.

[0149] 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.

[0150] In one possible implementation, the completion time includes both movement time and patrol time, wherein:

[0151] 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;

[0152] The sweeping time is the time required for the track-mounted gantry to sweep the assigned sweeping sub-section in order to complete the coverage of that sub-section.

[0153] In one possible implementation, the control module 403 is specifically used for:

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

[0155] 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 the area where the car body contour is not detected continuously along the track direction.

[0156] Based on the gap information, the start and end times of the contour corresponding to each car body are determined, and the start and end times of the contour are time-aligned with the real-time position data.

[0157] In one possible implementation, the computing module 404 is specifically used for:

[0158] For any car body, after determining the starting time of the car body's outline, obtain the real-time position of the corresponding rail crane at the starting time of the outline, and determine the real-time position as the starting position of the car body;

[0159] After determining the end time of the car body's outline, obtain the real-time position of the corresponding rail crane at the end time of the outline, and determine the real-time position as the end position of the car body.

[0160] Based on the starting and ending positions, the coordinates of each car body are obtained.

[0161] In one possible implementation, the apparatus further includes a determining module for:

[0162] After multiple rail-mounted gantry cranes have completed their respective patrol and scanning sub-sections, the number of wagons identified by each rail-mounted gantry crane in its corresponding patrol and scanning sub-section, as well as the starting and ending positions of the corresponding wagons, are obtained.

[0163] 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 track gantry crane are sequentially spliced ​​together to form a wagon position sequence for the entire length of the train.

[0164] The train's coordinates are determined based on the sequence of car positions along the entire length of the train.

[0165] In one possible implementation, the processing module 402 is specifically used for:

[0166] Based on multiple rail-mounted gantry cranes and multiple patrol sub-sections, a time matrix is ​​constructed. Each element of the time matrix represents the time required for a rail-mounted gantry crane to complete patrolling one patrol sub-section.

[0167] Based on the time matrix, an allocation problem between rail gantry cranes and patrol sub-sections is established, and the allocation problem is solved to determine the correspondence between each rail gantry crane and each patrol sub-section. The allocation problem is a bipartite graph minimization maximum weight matching problem.

[0168] The correspondence that satisfies the minimum maximum value condition is determined as an allocation scheme under the current partitioning method.

[0169] The train car positioning device for railway stations provided in this application embodiment can perform the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0170] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 5 As shown, the electronic device 50 provided in this embodiment includes at least one processor 501 and a memory 502. Optionally, the device 50 further includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.

[0171] In a specific implementation, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to perform the above-described method.

[0172] The specific implementation process of processor 501 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0173] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0174] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0175] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0176] This application also provides a field bridge, which includes the above-mentioned electronic device. The electronic device can execute the method provided in the above-described method embodiments. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0177] The aforementioned readable storage medium can be implemented 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 accessible to a general-purpose or special-purpose computer.

[0178] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0179] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0180] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

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

[0182] If a function is implemented as a software functional 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 solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0183] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0184] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only 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 step of generating the optimal patrol path for each of the rail-mounted gantry cranes based on the docking information and the position 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; 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. The process of collecting the train's car body contour data and the real-time position information of the rail 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 and end times of the contour corresponding to each car body are determined, and the start and end times of the contour are time-aligned with the real-time position data; the coordinates of each car body are calculated based on the car body contour data and the real-time position information of the rail gantry crane. 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.

2. The method of claim 1, wherein, 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.

3. The method of claim 1, wherein, 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; 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.

4. The method of claim 1, wherein, 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.

5. 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 processing module is further configured to: determine the total patrol interval occupied by the train based on the stopping information; divide the total patrol interval into multiple consecutive patrol sub-intervals equal to the number of rail gantry cranes according to the number of rail gantry cranes; for each rail gantry crane and each patrol interval, determine the starting position of the rail gantry crane moving from its current position to the corresponding patrol sub-interval and the completion time required to complete the patrol of the patrol sub-interval; based on the calculated completion time, determine an allocation scheme for each division method, such that the maximum value of the completion time of all rail gantry cranes is minimized, where the maximum value of the completion time is the maximum value among the multiple rail gantry cranes; and select the division method that minimizes the maximum value and the corresponding allocation scheme from all division methods as the optimal patrol path. 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 control module is further configured to continuously collect real-time position data of the corresponding rail gantry crane in the track direction according to a preset sampling period during the scanning process of each rail gantry crane along the optimal scanning path; collect the car body contour data of the train along the track direction, and identify the gap information between adjacent car bodies based on the car body contour data, wherein the gap information is a region where the car body contour is not detected continuously along the track direction; and determine the contour start time and contour end time corresponding to each car body based on the gap information, and time-align the contour start time and contour end time with the real-time position data. 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; The processing module is further configured to, after multiple rail-mounted gantry cranes have completed the sweeping of their respective patrol sub-sections, acquire the number of wagons identified by each rail-mounted gantry crane within its corresponding patrol sub-section, as well as the starting and ending positions of the corresponding wagons; sequentially splice the starting and ending positions of the wagons identified by each rail-mounted gantry crane according to the spatial order of the patrol sub-sections in the track direction to form a wagon position sequence for the entire length of the train; and determine the coordinates of the train based on the wagon position sequence for the entire length of the train.

6. 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 1-4.

7. 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 1-4.

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