Train track deviation detection method

Abstract

The invention relates to the technical field of train positioning, in particular to a train track deviation detection method. The method comprises the following steps: acquiring positioning information of a vehicle head and a vehicle tail and positioning information of a hinge point between carriages; calculating the actual route of the train according to the positioning information, and comparing the maximum deviation value of the actual route and the maximum deviation value of a target route; if the maximum deviation value is smaller than or equal to a deviation threshold value, the train runs normally; if the maximum deviation value is larger than a deviation threshold value, the train track deviates. According to the method, by installing the positioning device and based on sensor fault detection, the deviation condition of the track can be effectively detected in the train operation process, the operation safety of the long marshalling train is improved, and the trafficability under various road conditions is enhanced.

Description

Technical Field

[0001] This invention relates to the field of train positioning technology, and more specifically, to a method for detecting train trajectory deviation. Background Technology

[0002] With the acceleration of urbanization, the rapid growth of population mobility and travel demand has exacerbated traffic congestion, making it a major challenge that urgently needs to be addressed in modern urban life. Traditional public transportation and rail transit systems are often limited by operational efficiency, road space occupation, and flexibility when dealing with this problem. Therefore, electronic rubber-tired guided trains have emerged as a new mode of transportation, demonstrating significant advantages over traditional modes of transport.

[0003] Electronically guided rubber-tired trains (ETRTs), with their simple operating conditions and large carrying capacity, can effectively meet the growing travel needs of the people. Unlike traditional rail transit systems, ERTs use a single-track operation, meaning all wheels travel on the same line. This design not only reduces road width requirements but also improves the efficiency of urban road utilization, adapting to the limited urban space.

[0004] However, due to the characteristics of its rubber-tired structure, electronically guided trains lack the physical constraints of traditional tracks, necessitating real-time monitoring of vehicle tracking during operation. To ensure safe train operation, precise detection and control of its motion are essential, especially in complex urban traffic environments where the design and implementation of real-time monitoring systems are particularly crucial. Summary of the Invention

[0005] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form to prepare for the more detailed descriptions that follow.

[0006] The purpose of this invention is to provide a train trajectory deviation detection method, which solves the problem that currently, due to the lack of physical track constraints in electronically guided rubber-tired trains, the rear carriages of the train are prone to following deviations, making effective detection impossible.

[0007] To achieve the above objectives, the present invention provides a train trajectory deviation detection method, comprising the following steps:

[0008] Step S1: Obtain the positioning information of the front and rear of the vehicle, as well as the positioning information of the hinge points between the carriages;

[0009] Step S2: Calculate the actual route of the train based on the positioning information, and compare the maximum deviation between the actual route and the target route;

[0010] Step S3: If the maximum deviation value is less than the deviation threshold, the train is running normally; if the maximum deviation value is greater than or equal to the deviation threshold, the train trajectory has deviated.

[0011] In one embodiment, step S1 further includes the following steps:

[0012] Step S11: Install positioning sensors at the front and rear of the vehicle to obtain the coordinates of the front and rear of the vehicle;

[0013] Step S12: Install hinge angle sensors between carriages to obtain the hinge angle.

[0014] In one embodiment, the target route refers to the route calculated by a specified function formula, the specified function formula corresponding to the expression y = f(x), where, under fixed coordinates, x is the abscissa of the front and rear of the vehicle and each articulation point, and y is the ordinate of the front and rear of the vehicle and each articulation point;

[0015] The actual route refers to the route calculated using actual coordinate values.

[0016] In one embodiment, step S2 further includes the following steps:

[0017] Step S21: Calculate the vector of the line connecting the front and rear of the vehicle based on the positioning information of the hinge points between the front, rear and the carriage.

[0018] Step S22: Calculate the distance between the front and rear of the vehicle;

[0019] Step S23: Determine whether the positioning information obtained from the sensor is valid based on the distance error values ​​from steps S21 and S22;

[0020] If the distance error value is less than the error threshold, the positioning information is valid; otherwise, the sensor is faulty and the positioning information is invalid.

[0021] In one embodiment, step S3 further includes:

[0022] Step S31: Calculate the center position of the hinge point between the carriages;

[0023] Step S32: Calculate the maximum deviation between the actual train route and the target route.

[0024] In one embodiment, step S21 further includes:

[0025] Step S211: Calculate the vector direction of the k-th carriage, with the corresponding expression as follows:

[0026] l k = [-cos(β+α)] k ), -sin(β+α k )] T .

[0027] Where β is the attitude angle of the vehicle's front end. θ i Let be the hinge angle between the i-th car and the (i+1)-th car;

[0028] Step S212: Calculate the position vector of the kth hinge point, with the corresponding expression as follows:

[0029]

[0030] Among them, L i Let I be the length of the i-th carriage. i Let n be the vector direction of the i-th carriage, and n be the number of carriages.

[0031] Step S213: Calculate the vector connecting the front and rear of the vehicle. The corresponding expression is as follows:

[0032]

[0033] The coordinate vector of the front of the vehicle is q1 = (x1, y1). T The coordinate vector of the rear of the car is q. n+1 =(x n+1 y n+1 ) T .

[0034] In one embodiment, the distance between the front and rear of the vehicle is calculated in S22, and the corresponding expression is as follows:

[0035]

[0036] Where the coordinates of the front of the car are q1 = (x1, y1), and the coordinate vector of the rear of the car is q n+1 =(x n+1 y n+1 ).

[0037] In one embodiment, the distance error value is expressed as follows:

[0038]

[0039] In one embodiment, it further includes:

[0040]

[0041] in,

[0042] In one embodiment, the position vectors of each hinge point are expressed as follows:

[0043]

[0044] In one embodiment, the maximum deviation between the actual train route and the target route is calculated.

[0045] d max =max(d i )=max(f(x i )-y i ) (i=1, 2,..., n, n+1).

[0046] To achieve the above objectives, the present invention provides a train trajectory deviation detection device, comprising:

[0047] Memory is used to store instructions that can be executed by the processor;

[0048] A processor for executing the instructions to implement the method as described in any of the preceding descriptions.

[0049] To achieve the above objectives, the present invention provides a computer-readable medium having computer instructions stored thereon, wherein when the computer instructions are executed by a processor, the method described in any of the preceding claims is performed.

[0050] This invention provides a train trajectory deviation detection method. By using front and rear carriage positioning devices, attitude calculation by fusing onboard sensor information, and sensor fault detection, it can effectively detect trajectory deviations during train operation, improve the safety of long-formation train operation, and enhance the passability under various road conditions. Attached Figure Description

[0051] The above-described features and advantages of the present invention will be better understood after reading the following detailed description of embodiments of the present disclosure in conjunction with the accompanying drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related characteristics or features may have the same or similar reference numerals.

[0052] Figure 1 A flowchart illustrating the steps of a train trajectory deviation detection method according to an embodiment of the present invention is disclosed.

[0053] Figure 2 A flowchart of a train trajectory deviation detection method according to an embodiment of the present invention is disclosed;

[0054] Figure 3A schematic diagram of a train route under an ideal condition according to an embodiment of the present invention is disclosed;

[0055] Figure 4 A schematic diagram of a train route in actual condition according to an embodiment of the present invention is disclosed;

[0056] Figure 5 A block diagram illustrating the principle of a train trajectory deviation detection system according to an embodiment of the present invention is disclosed.

[0057] The meanings of the reference numerals in the attached figures are as follows:

[0058] 10. Positioning sensors are installed at the front and rear of the vehicle;

[0059] 20 Hinged Angle Sensor;

[0060] The length of the first carriage of L1;

[0061] The length of the second carriage of L2;

[0062] The length of the third carriage of L3;

[0063] 101. Vehicle front positioning sensor;

[0064] 102 Rear-end positioning sensor;

[0065] 201 First hinge angle sensor;

[0066] 202 Second hinge angle sensor;

[0067] β is the attitude angle of the vehicle's front end;

[0068] θ1 is the angle of the first hinge angle;

[0069] θ2 is the angle of the second hinge angle. Detailed Implementation

[0070] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0071] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the invention is not limited to the specific embodiments disclosed below.

[0072] As shown in this application and claims, unless the context clearly indicates otherwise.

[0073] The words “a,” “an,” “a,” and / or “the” do not specifically refer to the singular and may also include the plural. Generally speaking, the terms “comprising” and “including” only indicate that the steps and elements that are explicitly identified are included, and these steps and elements do not constitute an exclusive list; the method or apparatus may also include other steps or elements.

[0074] Furthermore, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," and "vertical" used in the following description should be understood as the orientations shown in the relevant paragraphs and accompanying drawings. These relative terms are for illustrative purposes only and do not imply that the described apparatus must be manufactured or operated in a specific orientation, and therefore should not be construed as limiting the invention.

[0075] It is understood that although terms such as "first," "second," and "third" may be used herein to describe various components, regions, layers, and / or parts, these components, regions, layers, and / or parts should not be limited by these terms, and these terms are only used to distinguish different components, regions, layers, and / or parts. Therefore, the first components, regions, layers, and / or parts discussed below may be referred to as second components, regions, layers, and / or parts without departing from some embodiments of the present invention.

[0076] Figure 1 A step diagram of a train trajectory deviation detection method according to an embodiment of the present invention is disclosed, as follows: Figure 1 As shown, the present invention proposes a train trajectory deviation detection method, which includes the following steps:

[0077] Step S1: Obtain the positioning information of the front and rear of the vehicle, as well as the positioning information of the hinge points between the carriages;

[0078] Step S2: Calculate the actual route of the train based on the positioning information, and compare the maximum deviation between the actual route and the target route;

[0079] Step S3: If the maximum deviation value is less than the deviation threshold, the train is running normally; if the maximum deviation value is greater than or equal to the deviation threshold, the train trajectory has deviated.

[0080] This invention proposes a method for detecting train trajectory deviation. By installing positioning sensors at the head and tail of an electronically guided rubber-tired train, the method collects the vehicle's position and attitude data and calculates the deviation from the predetermined road trajectory. Furthermore, by comparing two different distance calculation methods, the method determines whether the positioning information obtained by the positioning sensors is valid, ensuring the accuracy and reliability of the positioning sensor data. This, in turn, improves the operational safety and road adaptability of the electronically guided rubber-tired train.

[0081] Among them, the electronically guided rubber-tired train is a long-formation articulated train that runs on roads and uses electronic guidance tools to enable the vehicle to move along a non-physical track.

[0082] The above steps will be described in detail below. Within the scope of this invention, the above-mentioned technical features of this invention and the technical features specifically described below (such as in the embodiments) can be combined with each other and related to each other to form a preferred technical solution.

[0083] Figure 2 A flowchart of a train trajectory deviation detection method according to an embodiment of the present invention is disclosed, as follows: Figure 2 As shown, the present invention proposes a train trajectory deviation detection method, which includes the following steps:

[0084] Step S1: Obtain the positioning information of the front and rear of the vehicle, as well as the positioning information of the hinge points between the carriages.

[0085] In this embodiment, taking an n-car train as an example, positioning information of the front and rear of the train and positioning information of the hinge points between the carriages are obtained by using positioning sensors installed at the front and rear of the train and hinge angle sensors installed between the carriages.

[0086] More specifically, in a fixed coordinate system, the positioning information includes the coordinates of the front and rear of the vehicle, as well as the angle of the hinge between each compartment.

[0087] The train has n carriages, each with a length of L. i Positioning sensors are installed at the front and rear of the vehicle. In a fixed coordinate system, the coordinate vector of the front of the vehicle is q1 = (x1, y1). T The coordinate vector of the rear of the car is q. n+1 =(x n+1 ,y n+1 ) T .

[0088] Step S2: Calculate the actual route of the train based on the positioning information, and compare the maximum deviation between the actual route and the target route.

[0089] The target route refers to the route calculated by a specified function formula, which corresponds to the expression y = f(x). In a fixed coordinate system, x is the abscissa of the front and rear of the vehicle and each articulation point, and y is the ordinate of the front and rear of the vehicle and each articulation point.

[0090] Specifically, the function f(x) is not limited to a specific expression; it is used to briefly describe the shape of the circuit.

[0091] The actual route refers to the route calculated using actual coordinate values.

[0092] The actual route can be the route connecting the front and rear of the train and the center of the articulation points between each carriage.

[0093] Step S2 further includes the following steps:

[0094] Step S21: Calculate the vector of the line connecting the front and rear of the vehicle based on the positioning information of the hinge points between the front, rear and the carriage.

[0095] Step S21 further includes:

[0096] Step S211: Calculate the vector direction of the k-th carriage, with the corresponding expression as follows:

[0097] l k = [-cos(β+α)] k ), -sin(β+α k )] T (1)

[0098] Where β is the attitude angle of the vehicle's front end. θ i Let be the hinge angle between the i-th car and the (i+1)-th car.

[0099] In this embodiment, the vector direction of the kth carriage can be calculated based on the posture of each carriage and the relationship between them.

[0100] More specifically, β is the attitude angle of the front of the vehicle, that is, the angle between the front of the vehicle and the x-axis of the fixed coordinate system; θi 为 The hinge angle between the i-th car and the (i+1)-th car, with the counterclockwise direction as the positive direction.

[0101] Step S212: Calculate the position vector of the kth hinge point, with the corresponding expression as follows:

[0102]

[0103] Among them, L i Let I be the length of the i-th carriage. i Let n be the vector direction of the i-th carriage, and n be the number of carriages.

[0104] Step S213: Calculate the vector connecting the front and rear of the vehicle. The corresponding expression is as follows:

[0105]

[0106] The coordinate vector of the front of the vehicle is q1 = (x1, y1). T The coordinate vector of the rear of the car is q. n+1 =(x n+1 y n+1 )T .

[0107] In this embodiment, by considering the length Li of all carriages and their direction vector I... i By summing the values, we obtain the total displacement vector S from the front to the rear of the vehicle.

[0108] Step S22: Calculate the distance between the front and rear of the vehicle.

[0109] The expression for calculating the distance between the front and rear of the vehicle is as follows:

[0110]

[0111] Where the coordinates of the front of the car are q1 = (x1, y1), and the coordinate vector of the rear of the car is q n+1 =(x n+1 y n+1 ).

[0112] Step S23: Determine whether the positioning information obtained from the sensor is valid based on the distance error values ​​from steps S21 and S22;

[0113] If the distance error value is less than the error threshold, the positioning information is valid; otherwise, the sensor is faulty and the positioning information is invalid.

[0114] Based on the two different distance calculation formulas (3) and (4), the distance error value e can be obtained, and the corresponding expression is as follows:

[0115]

[0116] Specifically, the calculated distance error value is less than the required error threshold, i.e., e ≤ e max If the data is valid, the locator data is valid; otherwise, the sensor is faulty and the data results are unreliable.

[0117] In this embodiment, the train monitors its status in real time using sensors (such as positioning sensors and articulation angle sensors). The collected sensor data is processed and analyzed. By calculating the magnitude of the vector S between the front and rear of the train and the actual measured distance D, a distance error value is obtained. Comparing the distance error value with an error threshold allows for determination of whether a sensor is malfunctioning or whether the data is abnormal. Through real-time monitoring and fault detection, the system ensures the vehicle operates safely along a predetermined trajectory, reducing operational risks. Timely detection and handling of sensor faults ensures the reliability of positioning data, improves the overall system performance, and enhances the safety and reliability of vehicle operation.

[0118] Step S3: If the maximum deviation value is less than the deviation threshold, the train is running normally; if the maximum deviation value is greater than or equal to the deviation threshold, the train trajectory has deviated.

[0119] In step S3, it further includes:

[0120] Step S31: Calculate the central position of the hinge point between carriages;

[0121] Step S32: Calculate the maximum deviation value between the actual route and the target route of the train.

[0122] In this embodiment, when the sensors are normal, the positions of all carriages can be calculated, that is, the central positions of the hinge points between carriages.

[0123] First, according to formula (3), the value of the attitude angle β of the locomotive head can be obtained. Multiply both the left and right sides of formula (3) by the rotation matrix M(β), where Substitute M(β) into formula (3):

[0124]

[0125] Let Then

[0127] Then, according to formula (2), the position vectors at each hinge point can be obtained:

[0128]

[0129] Substitute formula (7) into formula (8) to obtain the position vector q at each hinge point k . Finally, calculate the maximum deviation value between the actual route and the target route of the train: [[ID=~39]]

[0130] d max = max(d i ) = max(f(x i ) - y i ) (i = 1, 2,..., n, n + 1) (8).

[0131] When 1 < i < n + 1, x i is the abscissa of the hinge point between each carriage, and y i is the ordinate of the hinge point between each carriage.

[0132] In this embodiment, compare the maximum deviation value with the allowable deviation value of the train to determine whether the vehicle is operating safely on the road. If d max > d tolerate , the train trajectory deviates; if d max ≤ d tolerate , the vehicle does not deviate. Among them, d max represents the maximum deviation value, and d tolerate represents the deviation threshold.

[0133] The train trajectory deviation detection method proposed in this invention is illustrated below through an embodiment.

[0134] This embodiment uses a three-car train as an example to explain in detail the train trajectory deviation detection method.

[0135] Figure 3 A schematic diagram of a train route under an ideal condition according to an embodiment of the present invention is disclosed, such as... Figure 3 As shown, the sensor deployment during the operation of a three-car train involves installing positioning sensors 10 at the front and rear of the train to obtain their coordinates, and installing articulation angle sensors 20 between the carriages to obtain the articulation angle. In a fixed coordinate system, the train runs normally along the target path (in the direction of the dotted line).

[0136] In this embodiment, by installing two positioning sensors at the head and tail of each carriage, the position and attitude of the vehicle can be monitored in real time, the deviation from the predetermined trajectory can be calculated, and the two redundant positioning detection devices at the front and rear can detect simultaneously, which on the one hand corrects the authenticity of the sensor data, and on the other hand improves the reliability of the data.

[0137] Figure 4 A schematic diagram of a train route in actual condition according to an embodiment of the present invention is disclosed, such as... Figure 4 As shown, the train needs to run along the target line l, specifically, the equation of the target line is y = f(x).

[0138] In a fixed coordinate system, the coordinates (x1, y1) of the front of the train are obtained by installing a front positioning sensor 101, where β is the attitude angle of the front of the train, i.e., the angle between the first carriage and the x-axis of the fixed coordinate system; the coordinates (x4, y4) of the rear of the train are obtained by installing a rear positioning sensor 102; the first hinge angle θ1 is obtained by installing a first hinge angle sensor 201 at the hinge point between the first carriage (train front) and the second carriage, where the coordinates of the first hinge point are (x2, y2); and the second hinge angle θ2 is obtained by installing a second hinge angle sensor 202 at the hinge point between the second carriage and the third carriage (train rear), where the coordinates of the second hinge point are (x3, y3).

[0139] The trajectory collection device of this invention is used to acquire position data in a global coordinate system, ensuring accurate monitoring of vehicle position by the system. Furthermore, to provide flexibility and adaptability, any other type of coordinate acquisition device can be used as an alternative to suit different application requirements or technical conditions.

[0140] In this embodiment, under a fixed coordinate system, the vector directions of the three carriages are I1 = [-cosβ, -sinβ].T , I2=[-cos(β+θ1),-sin(β+θ1)] T , I3=[-cos(β+θ1+θ2),-sin(β+θ1+θ2)] T .

[0141] The vector connecting the front and rear of the vehicle is calculated using the following expression:

[0142] S=L1I1+L2I2+L3I3=[x4-x1, y4-y1] T (9).

[0143] The length of the first carriage is L1, the length of the second carriage is L2, the length of the third carriage is L3, that is, L1 is the length of the position of the front positioning sensor 101 and the position of the second hinge angle sensor 202, and so on.

[0144] The distance D between the two points at the front and rear of the vehicle can be calculated using the sum of squares formula:

[0145]

[0146] Based on the two different distance calculation formulas mentioned above, the distance error e between the front and rear of the vehicle can be obtained:

[0147]

[0148] If the calculated distance error value is less than the required error threshold, i.e., e ≤ e max If the data is valid, the locator data is valid; otherwise, the sensor is faulty, the data is unreliable, the sensor fault needs to be addressed, and the positioning information needs to be obtained again.

[0149] In this embodiment, real-time monitoring and fault detection ensure that the vehicle operates safely along the predetermined trajectory, reducing operational risks; timely detection and handling of sensor faults ensure the reliability of positioning data, improve the overall performance of the system, and enhance the safety and reliability of vehicle operation.

[0150] In one embodiment, under normal sensor conditions, the position of all carriages can be determined, i.e., the center position of the hinge point between carriages can be calculated.

[0151] According to formula (9), the value of the front attitude angle β can be obtained. Multiply the left and right sides of formula (9) by the rotation matrix M(β), where Substituting M(β) into formula (9) yields:

[0152]

[0153] make Finally, the expression can be derived:

[0154]

[0155] Substituting the values ​​of coSβ and sinβ into formula (12), the positions of the first and second hinge points can be determined:

[0156]

[0157] Finally, by substituting all the coordinates (x1, y1), (x2, y2), (x3, y3), and (x4, y4) into the route equation, the maximum deviation between the train's position and the target route is calculated:

[0158] d max =max(d i )=max(f(x i )-y i (i = 1, 2, 3, 4) (14).

[0159] This invention enables vehicle positioning device detection through front and rear positioning, and combines the vehicle's own posture to achieve trajectory deviation detection during vehicle operation, thus ensuring vehicle safety.

[0160] The present invention also provides a train trajectory deviation detection device, including a memory and a processor. The memory stores instructions executable by the processor; the processor executes these instructions to implement the train trajectory deviation detection method described above.

[0161] Figure 5 This is a system principle block diagram of a train trajectory deviation detection device according to an embodiment of the present invention. (Reference) Figure 5 As shown, the train deviation detection device may include an internal communication bus 501, a processor 502, a read-only memory (ROM) 503, a random access memory (RAM) 504, and a communication port 305. When applied to a personal computer, the train deviation detection device may also include a hard disk 507. The internal communication bus 501 enables data communication between the components of the train deviation detection device. The processor 502 can perform judgments and issue prompts. In some embodiments, the processor 502 may consist of one or more processors.

[0162] The communication port 505 enables data communication between the train deviation detection device and external devices. In some embodiments, the train deviation detection device can send and receive information and data from a network via the communication port 505. In some embodiments, the train deviation detection device can transmit data and communicate with external input / output devices via the input / output terminal 506 in a wired manner.

[0163] The train deviation detection device may also include different types of program storage units and data storage units, such as hard disk 507, read-only memory (ROM) 503, and random access memory (RAM) 504, capable of storing various data files used for computer processing and / or communication, as well as possible program instructions executed by processor 502. The processor executes these instructions to implement the main part of the method. The results of the processor processing are transmitted to the user equipment through the communication port and displayed on the user interface.

[0164] For example, the train trajectory deviation detection method described above can be implemented as a computer program, stored in hard disk 507, and loaded into processor 502 for execution to implement the train trajectory deviation detection method of the present invention.

[0165] The present invention also provides a computer-readable medium storing computer program code that, when executed by a processor, implements the train trajectory deviation detection method described above.

[0166] When a train deviation detection method is implemented as a computer program, it can also be stored as an article of manufacture in a computer-readable storage medium. For example, a computer-readable storage medium may include, but is not limited to, magnetic storage devices (e.g., hard disks, floppy disks, magnetic stripes), optical discs (e.g., compact discs (CDs), digital multifunction discs (DVDs)), smart cards, and flash memory devices (e.g., electrically erasable programmable read-only memory (EPROM), cards, sticks, key drives). Furthermore, the various storage media described herein can represent one or more devices and / or other machine-readable media used for storing information. The term "machine-readable medium" may include, but is not limited to, wireless channels and various other media (and / or storage media) capable of storing, containing, and / or carrying code and / or instructions and / or data.

[0167] Compared with existing technologies, the train trajectory deviation detection method and device proposed in this invention have the following advantages:

[0168] This invention utilizes front and rear positioning devices for multi-car trains to identify and detect vehicle deviations. By using the positioning information of the front and rear carriages and the vehicle's attitude, it monitors trajectory deviations in real time during operation, ensuring safe and stable vehicle operation. The invention incorporates the vehicle's own sensor information into the attitude calculation process, reducing the amount of information required for positioning and improving the system's computational efficiency and accuracy. Furthermore, based on the attitude analysis of multi-car trains, it also enables fault detection of positioning sensors, further enhancing the system's reliability and safety.

[0169] Although the methods described above are illustrated and depicted as a series of actions for the sake of simplicity, it should be understood and appreciated that these methods are not limited by the order of the actions, as some actions may occur in a different order and / or concurrently with other actions from the illustrations and descriptions herein or not illustrated and described herein but which may be understood by those skilled in the art, according to one or more embodiments.

[0170] Furthermore, this application uses specific terms to describe embodiments of the application. For example, "an embodiment," "one embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment," "one embodiment," or "an alternative embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0171] Those skilled in the art will understand that information, signals, and data can be represented using any of a variety of different techniques and arts. For example, the data, instructions, commands, information, signals, bits, symbols, and chips described throughout the above description can be represented by voltage, current, electromagnetic waves, magnetic fields or magnetic particles, light fields or optical particles, or any combination thereof.

[0172] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps are described above in a generalized manner in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in different ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the invention.

[0173] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0174] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor such that the processor can read and write information to / from the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.

[0175] The above embodiments are provided for those skilled in the art to implement or use the present invention. Those skilled in the art can make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention. Therefore, the protection scope of the present invention is not limited to the above embodiments, but should be the maximum scope that conforms to the innovative features mentioned in the claims.

Claims

1. A method for detecting train trajectory deviation, characterized in that, Includes the following steps: Step S1: Obtain the positioning information of the front and rear of the vehicle, as well as the positioning information of the hinge points between the carriages; Step S2: Calculate the actual route of the train based on the positioning information, and compare the maximum deviation between the actual route and the target route; Step S3: If the maximum deviation value is less than or equal to the deviation threshold, the train is running normally; if the maximum deviation value is greater than the deviation threshold, the train trajectory has deviated.

2. The train trajectory deviation detection method according to claim 1, characterized in that, Step S1 further includes the following steps: Step S11: Install positioning sensors at the front and rear of the vehicle to obtain the coordinates of the front and rear of the vehicle; Step S12: Install hinge angle sensors between carriages to obtain the hinge angle.

3. The train trajectory deviation detection method according to claim 1, characterized in that, The target route refers to the route calculated by a specified function formula, the expression of which is y = f(x), where, under fixed coordinates, x is the abscissa of the front and rear of the vehicle and each articulation point, and y is the ordinate of the front and rear of the vehicle and each articulation point. The actual route refers to the route calculated using actual coordinate values.

4. The train trajectory deviation detection method according to claim 1, characterized in that, Step S2 further includes the following steps: Step S21: Calculate the vector of the line connecting the front and rear of the vehicle based on the positioning information of the hinge points between the front, rear and the carriage. Step S22: Calculate the distance between the front and rear of the vehicle; Step S23: Based on the distance error value between steps S21 and S22, determine whether the positioning information obtained from the sensor is valid; If the distance error value is less than the error threshold, the positioning information is valid; otherwise, the sensor is faulty and the positioning information is invalid.

5. The train trajectory deviation detection method according to claim 4, characterized in that, Following step S23, the method further includes: Step S24: Calculate the center position of the hinge point between the carriages; Step S25: Calculate the maximum deviation between the actual train route and the target route.

6. The train trajectory deviation detection method according to claim 4, characterized in that, Step S21 further includes: Step S211: Calculate the vector direction I of the k-th carriage. k The corresponding expression is as follows: l k =[-cos(β+α k ),-sin(β+α k )] T ; Where β is the attitude angle of the vehicle's front end. θ i Let be the hinge angle between the i-th car and the (i+1)-th car; Step S212: Calculate the position vector q of the k-th hinge point. k The corresponding expression is as follows: Among them, L i Let I be the length of the i-th carriage. i Let n be the vector direction of the i-th carriage, and n be the number of carriages. Step S213: Calculate the vector S of the line connecting the front and rear of the vehicle. The corresponding expression is as follows: The coordinate vector of the front of the vehicle is q1 = (x1, y1). T The coordinate vector of the rear of the car is q. n+1 =(x n+1 ,y n+1 ) T .

7. The train trajectory deviation detection method according to claim 6, characterized in that, The distance D between the front and rear of the vehicle in step S22 is expressed as follows: The coordinates of the front of the car are (x1, y1), and the coordinates of the rear of the car are (x1, y1). n+1 ,y n+1 ).

8. The train trajectory deviation detection method according to claim 7, characterized in that, The distance error value e in step S23 corresponds to the following expression:

9. The train trajectory deviation detection method according to claim 1, characterized in that, The maximum deviation between the actual train route and the target route, d max The corresponding expression is as follows: d max =max(d i )=max(f(x i )-y i ); Where i = 1, 2, ..., n, n+1; When 1 < i < n + 1, x i is the abscissa of the hinge point between each carriage, and y i is the ordinate of the hinge point between each carriage.

10. A train trajectory deviation detection device, comprising: Memory is used to store instructions that can be executed by the processor; A processor for executing the instructions to implement the method as described in any one of claims 1-9.

11. A computer-readable medium having stored thereon computer instructions, wherein when the computer instructions are executed by a processor, the method of any one of claims 1-9 is performed.

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