CN112124369B - Train positioning method and system - Google Patents

Train positioning method and system Download PDF

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Publication number
CN112124369B
CN112124369B CN202010985167.3A CN202010985167A CN112124369B CN 112124369 B CN112124369 B CN 112124369B CN 202010985167 A CN202010985167 A CN 202010985167A CN 112124369 B CN112124369 B CN 112124369B
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distance
transponder
btm
train
response message
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CN112124369A (en
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张义雨
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Traffic Control Technology TCT Co Ltd
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Traffic Control Technology TCT Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer

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  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Radar Systems Or Details Thereof (AREA)

Abstract

The embodiment of the application provides a train positioning method and a train positioning system, wherein the train positioning method comprises the steps of determining a first distance and a second distance according to a receiving end of first response information, receiving time of the first response information, a receiving end of second response information and receiving time of the second response information; judging whether the absolute value of the difference between the first distance and the second distance is smaller than a preset error or not; and if the absolute value of the difference between the first distance and the second distance is smaller than the preset error, determining the initial position of the train according to the position of the first transponder or the position of the second transponder. By adopting the scheme in the application, the transponder resource can be fully utilized, the reliability and the accuracy of positioning are improved, and the line operation efficiency is improved.

Description

Train positioning method and system
Technical Field
The application relates to the technical field of rail transit, in particular to a train positioning method and system.
Background
Train autonomous positioning is the basis for train protection of a signal system, and the traditional train positioning mode depends on a transponder Transmission module (BTM) arranged at the head end of a train to receive response information of two transponders to complete initial positioning, and continuously receives new response information to complete position correction in the running process. This positioning method has several problems:
during initial positioning, if a responder or a responder transmission module breaks down, a train does not receive response information or can only receive one response information, initial positioning failure can be caused, and positioning reliability is low;
after the initial positioning is finished, if the responder or the responder transmission module breaks down, the train does not receive the response information, so that the position correction cannot be carried out, and the positioning accuracy is low;
under the condition that the position of the train is lost and needs to be repositioned, if the train loses one response message, the train needs to operate to the next transponder to perform positioning, and the operation efficiency is influenced.
Disclosure of Invention
The embodiment of the application provides a train positioning method and system, which are used for solving the problems that the existing train positioning mode is low in reliability and accuracy and affects the operation efficiency.
According to a first aspect of embodiments of the present application, there is provided a train positioning method, including:
determining a first distance and a second distance according to a receiving end of first response information, a receiving time of the first response information, a receiving end of second response information, and a receiving time of the second response information, wherein the first response information is generated by a first transponder, the second response information is generated by a second transponder, the first transponder and the second transponder are adjacently arranged and the first transponder is positioned in front of the second transponder in a train traveling direction, the receiving end of the first response information is a first BTM or a second BTM, the receiving end of the second response information is the first BTM or the second BTM, the first BTM is a BTM arranged at a head end of a train, the second BTM is a BTM arranged at a tail end of the train, and the first distance is an actual distance between the first transponder and the second transponder, the second distance is a measured distance between the first transponder and the second transponder;
judging whether the absolute value of the difference between the first distance and the second distance is smaller than a preset error or not;
and if the absolute value of the difference between the first distance and the second distance is smaller than the preset error, determining the initial position of the train according to the position of the first transponder or the position of the second transponder.
Optionally, the receiving end of the first response message and the receiving end of the second response message are both the first BTM, and determining the first distance and the second distance according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message, and the receiving time of the second response message includes:
determining a distance between the first transponder and the second transponder stored in an electronic map as the first distance;
determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the determining the initial position of the train according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Phead which is Pb1+ (Tc-T1) multiplied by Vc + Lbtm1-R, wherein Phead is the initial position of the train head, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm1 is the distance from the first BTM to the train head, and R is the signal radiation radius of the second transponder.
Optionally, the receiving end of the first response message and the receiving end of the second response message are both the second BTM, and determining the first distance and the second distance according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message, and the receiving time of the second response message includes:
determining a distance between the first transponder and the second transponder stored in an electronic map as the first distance;
determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the determining the initial position of the train according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Pend ═ Pb1+ (Tc-T1) xVc-Lbtm 2-R, wherein Pend is the initial position of the tail of the train, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
Optionally, the determining the first distance and the second distance according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message, and the receiving time of the second response message includes:
determining a difference between a distance between the first transponder and the second transponder and a distance between the first BTM and the second BTM stored in an electronic map as the first distance;
determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the determining the initial position of the train according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Phead ═ Pb1+ (Tc-T1) x Vc + Lbtm1-R, wherein Phead is the initial position of the train head, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm1 is the distance from the first BTM to the train head, and R is the signal radiation radius of the second transponder.
Optionally, the determining the first distance and the second distance according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message, and the receiving time of the second response message includes:
determining a difference between a distance between the first BTM and the second BTM and a distance between the first transponder and the second transponder stored in an electronic map as the first distance;
determining a driving distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the determining the initial position of the train according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Pend ═ Pb2+ (Tc-T2) xVc-Lbtm 2-R, wherein Pend is the initial position of the tail of the train, Pb2 is the position of the second transponder, Tc is the current time, T2 is the receiving time of the second response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
Optionally, the determining the first distance and the second distance according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message, and the receiving time of the second response message includes:
determining a sum of a distance between the first BTM and the second BTM and a distance between the first transponder and the second transponder stored in an electronic map as the first distance;
determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the determining the initial position of the train according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Pend ═ Pb1+ (Tc-T1) xVc-Lbtm 2-R, wherein Pend is the initial position of the tail of the train, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
Optionally, the preset error is δ ═ δ 0 + Dc × Per determination, where δ is the preset error, δ 0 For the initial ranging error, Dc is the second distance and Per is a predetermined percentage.
According to a second aspect of embodiments of the present application, there is provided a train positioning system, comprising:
a first responder for generating first response information;
the second transponder is used for generating second response information, the second transponder and the first transponder are arranged adjacently, and the first transponder is positioned in front of the second transponder in the running direction of the train;
the first BTM is used for receiving the first response message or the second response message, and the first BTM is a BTM arranged at the head end of the train;
the second BTM is used for receiving the first response information or the second response information, and the second BTM is a BTM arranged at the tail end of the train;
a distance determining module, configured to determine a first distance and a second distance according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message, and the receiving time of the second response message, where the first distance is an actual distance between the first transponder and the second transponder, and the second distance is a measured distance between the first transponder and the second transponder;
the judging module is used for judging whether the absolute value of the difference between the first distance and the second distance is smaller than a preset error or not;
and the position determining module is used for determining the initial position of the train according to the position of the first transponder or the position of the second transponder when the absolute value of the difference between the first distance and the second distance is smaller than the preset error.
According to a third aspect of the embodiments of the present application, there is provided an electronic device, including a memory, a processor, and a computer program stored on the memory and operable on the processor, where the processor implements the steps of the train positioning method when executing the computer program.
According to a fourth aspect of embodiments of the present application, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the train localization method described above.
By adopting the train positioning method and system provided by the embodiment of the application, the BTM arranged at the head end of the train and the BTM arranged at the tail end of the train can both receive the response information, and the actual distance and the measured distance of the train passing through the two transponders are determined according to the response information received by the BTM arranged at the head end of the train, the response information received by the BTM arranged at the tail end of the train and the time for receiving the two response information, so that the problem that the BTM arranged at the head end of the train loses one response information and cannot be positioned due to the failure of the BTM arranged at the head end of the train or the instability of the response information generated by the transponders is solved. By adopting the train positioning method and the train positioning system provided by the embodiment of the application, transponder resources can be fully utilized, the reliability and the accuracy of positioning are improved, and the line operation efficiency is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a flow chart of a train positioning method of an embodiment of the present invention;
fig. 2 to fig. 6 are schematic diagrams illustrating the BTM receiving the response message in different scenarios according to the embodiment of the present invention.
Detailed Description
In the process of implementing the application, the inventor finds that in the traditional mode of positioning by depending on receiving the response information of two transponders by a BTM arranged at the head end of a train, if a transponder or a transponder transmission module fails, the response information is lost, and the problems of low reliability and accuracy and influence on the operation efficiency exist.
In view of the above problems, embodiments of the present application provide a train positioning method and system, where response information is received by a BTM disposed at a head end of a train and a BTM disposed at a tail end of the train, and an actual distance and a measured distance between two transponders that a train passes through are determined according to the response information received by the BTM disposed at the head end of the train, the response information received by the BTM disposed at the tail end of the train, and a time for receiving the two response information, so as to determine an initial position of the train, thereby fully utilizing resources of the transponders, improving reliability and accuracy of positioning, and improving line operation efficiency.
The scheme in the embodiment of the application can be implemented by adopting various computer languages, such as object-oriented programming language Java and transliterated scripting language JavaScript.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
In a first aspect, an embodiment of the present invention provides a train positioning method. Fig. 1 is a flowchart of the train positioning method, which includes:
step S11, determining a first distance and a second distance according to a receiving end of first response information, receiving time of the first response information, a receiving end of second response information and receiving time of the second response information;
step S12, determining whether an absolute value of a difference between the first distance and the second distance is smaller than a preset error;
if the absolute value of the difference between the first distance and the second distance is smaller than the preset error, step S13 is executed, and the initial position of the train is determined according to the position of the first transponder or the position of the second transponder.
Specifically, the first response information is generated by a first transponder, and the second response information is generated by a second transponder. The first transponder and the second transponder are arranged adjacently, i.e. no further transponders are arranged between the first transponder and the second transponder. The first transponder is located in front of the second transponder in the direction of train travel. The first BTM is a BTM arranged at the head end of the train, and the second BTM is a BTM arranged at the tail end of the train. The conventional approach relies on the BTM at the head end of the train receiving the response information of two transponders for location determination, and the BTM at the tail end of the train is inoperative. In embodiments of the present invention, however, both the first BTM and the second BTM are operational. Thus, the first acknowledgement information may be received by the first BTM as well as the second BTM; the second acknowledgement message may be received by the first BTM or the second BTM. That is, the receiving end of the first acknowledgement message is the first BTM or the second BTM, and the receiving end of the second acknowledgement message is the first BTM or the second BTM. The first distance is an actual distance between the first transponder and the second distance is a measured distance between the first transponder and the second transponder.
And performing initial positioning on the train under the following five conditions according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message and the receiving time of the second response message.
In the first case, as shown in fig. 2, both the receiving end of the first response message and the receiving end of the second response message are the first BTM, that is, the BTM disposed at the train head end 1 receives the response message generated by the first response device FB1 and also receives the response message generated by the second response device FB2, and the receiving time of the second response message is necessarily delayed from the receiving time of the first response message. In this case, the distance between the first transponder FB1 and the second transponder FB2 stored in the electronic map is determined as the first distance, and the travel distance of the train between the reception time of the first reply information and the reception time of the second reply information is determined as the second distance.
And after the first distance and the second distance are determined, judging whether the absolute value of the difference between the first distance and the second distance is smaller than the preset error or not. If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, executing step S13, otherwise, it indicates that the deviation between the first distance and the second distance is too large, and the train cannot be trainedThe initial positioning is performed. It should be noted that the preset error may be determined according to an actual application scenario. In an embodiment of the present invention, the preset error is δ ═ δ 0 + Dc × Per determination, where δ is the preset error, δ 0 For the initial ranging error, Dc is the second distance and Per is a predetermined percentage. Further, the initial ranging error is mainly a mounting error of the transponder, and the preset percentage may be set according to an actual requirement, for example, may be set to 1%.
If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, calculating the initial position of the train according to Phead ═ Pb1+ (Tc-T1) x Vc + Lbtm1-R, wherein Phead is the initial position of the train head, Pb1 is the position of the first transponder, Tc is the current time, namely the time when the initial position of the train is calculated, T1 is the receiving time of the first response information, Vc is the current speed of the train, namely the speed of the train when the initial position of the train is calculated, Lbtm1 is the distance from the first BTM to the train head, and R is the signal radiation radius of the second transponder.
In the second case, as shown in fig. 3, both the receiving end of the first response message and the receiving end of the second response message are the second BTM, that is, the BTM disposed at the tail end 2 of the train receives the response message generated by the first response device FB1 and also receives the response message generated by the second response device FB2, and the receiving time of the second response message is necessarily delayed from the receiving time of the first response message. In this case, the distance between the first transponder and the second transponder stored in the electronic map is determined as the first distance, and the travel distance of the train between the reception time of the first reply information and the reception time of the second reply information is determined as the second distance.
And after the first distance and the second distance are determined, judging whether the absolute value of the difference between the first distance and the second distance is smaller than the preset error or not. If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, step S13 is executed, otherwise, the first distance and the second distance are describedThe deviation between the second distances is too large to initially position the train. It should be noted that the preset error may be determined according to an actual application scenario. In an embodiment of the present invention, the preset error is δ ═ δ 0 + Dc × Per determination, where δ is the preset error, δ 0 For the initial ranging error, Dc is the second distance and Per is a predetermined percentage. Further, the initial ranging error is mainly a mounting error of the transponder, and the preset percentage may be set according to an actual requirement, for example, may be set to 1%.
If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, calculating the initial position of the train according to Pend being Pb1+ (Tc-T1) multiplied by Vc-Lbtm2-R, wherein Pend is the initial position of the tail of the train, Pb1 is the position of the first transponder, Tc is the current time, namely the time when the initial position of the train is calculated, T1 is the receiving time of the first response information, Vc is the current speed of the train, namely the speed of the train when the initial position of the train is calculated, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder. And after the initial position of the tail of the vehicle is obtained, adding the length of the vehicle to the initial position of the tail of the vehicle to obtain the initial position of the head of the vehicle.
In the third case, as shown in fig. 4, the receiving end of the first response message is the first BTM, the receiving end of the second response message is the second BTM, that is, the BTM disposed at the head end 1 of the train receives the response message generated by the first responder FB1, the BTM disposed at the tail end 2 of the train receives the response message generated by the second responder FB2, and the receiving time of the second response message does not lag behind the receiving time of the first response message. In this case, the difference between the distance between the first transponder and the second transponder and the distance between the first BTM and the second BTM stored in the electronic map is equivalently determined as the first distance, and the travel distance of the train between the reception time of the first response information and the reception time of the second response information is determined as the second distance.
Determining the first distance and the second distanceAnd after the distance is obtained, judging whether the absolute value of the difference between the first distance and the second distance is smaller than the preset error. If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, step S13 is executed, otherwise, it indicates that the deviation between the first distance and the second distance is too large, and the train cannot be initially positioned. It should be noted that the preset error may be determined according to an actual application scenario. In an embodiment of the present invention, the preset error is δ ═ δ 0 + Dc × Per determination, where δ is the preset error, δ 0 For the initial ranging error, Dc is the second distance and Per is a predetermined percentage. Further, the initial ranging error is mainly a mounting error of the transponder, and the preset percentage may be set according to an actual requirement, for example, may be set to 1%.
If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, calculating the initial position of the train according to Phead ═ Pb1+ (Tc-T1) x Vc + Lbtm1-R, wherein Phead is the initial position of the train head, Pb1 is the position of the first transponder, Tc is the current time, namely the time when the initial position of the train is calculated, T1 is the receiving time of the first response information, Vc is the current speed of the train, namely the speed of the train when the initial position of the train is calculated, Lbtm1 is the distance from the first BTM to the train head, and R is the signal radiation radius of the second transponder.
In a fourth situation, as shown in fig. 5, the receiving end of the first response message is the first BTM, the receiving end of the second response message is the second BTM, that is, the BTM disposed at the head end 1 of the train receives the response message generated by the first transponder FB1, the BTM disposed at the tail end 2 of the train receives the response message generated by the second transponder FB2, and the receiving time of the second response message lags behind the receiving time of the first response message. In this case, the difference between the distance between the first BTM and the second BTM and the distance between the first transponder and the second transponder stored in the electronic map is determined equivalently as the first distance, and the travel distance of the train between the reception time of the first response information and the reception time of the second response information is determined as the second distance.
And after the first distance and the second distance are determined, judging whether the absolute value of the difference between the first distance and the second distance is smaller than the preset error or not. If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, step S13 is executed, otherwise, it indicates that the deviation between the first distance and the second distance is too large, and the train cannot be initially positioned. It should be noted that the preset error may be determined according to an actual application scenario. In an embodiment of the present invention, the preset error is based on δ ═ δ 0 + Dc × Per determination, where δ is the preset error, δ 0 For the initial ranging error, Dc is the second distance and Per is a predetermined percentage. Further, the initial ranging error is mainly a mounting error of the transponder, and the preset percentage may be set according to an actual requirement, for example, may be set to 1%.
If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, calculating the initial position of the train according to Pend being Pb2+ (Tc-T2) multiplied by Vc-Lbtm2-R, wherein Pend is the initial position of the tail of the train, Pb2 is the position of the second transponder, Tc is the current time, namely the time when the initial position of the train is calculated, T2 is the receiving time of the second response information, Vc is the current speed of the train, namely the speed of the train when the initial position of the train is calculated, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder. And after the initial position of the tail of the vehicle is obtained, adding the length of the vehicle to the initial position of the tail of the vehicle to obtain the initial position of the head of the vehicle.
In a fifth case, as shown in fig. 6, the receiving end of the first acknowledgement message is the second BTM, the receiving end of the second acknowledgement message is the first BTM, that is, the BTM at the train tail end 2 receives the acknowledgement message generated by the first acknowledgement device FB1, the BTM at the train head end 1 receives the acknowledgement message generated by the second acknowledgement device FB2, and the receiving time of the first acknowledgement message lags behind the receiving time of the second acknowledgement message. In this case, the first distance is determined to be equivalent to the sum of the distance between the first BTM and the second BTM and the distance between the first transponder and the second transponder stored in the electronic map, and the second distance is determined to be the travel distance of the train between the time of receiving the first response information and the time of receiving the second response information.
And after the first distance and the second distance are determined, judging whether the absolute value of the difference between the first distance and the second distance is smaller than the preset error or not. If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, step S13 is executed, otherwise, it indicates that the deviation between the first distance and the second distance is too large, and the train cannot be initially positioned. It should be noted that the preset error may be determined according to an actual application scenario. In an embodiment of the present invention, the preset error is based on δ ═ δ 0 + Dc × Per determination, where δ is the preset error, δ 0 For the initial ranging error, Dc is the second distance and Per is a predetermined percentage. Further, the initial ranging error is mainly a mounting error of the transponder, and the preset percentage may be set according to an actual requirement, for example, may be set to 1%.
If the absolute value of the difference between the first distance and the second distance is smaller than the preset error, calculating the initial position of the train according to Pend Pb1+ (Tc-T1) multiplied by Vc-Lbtm2-R, wherein Pend is the initial position of the tail of the train, Pb1 is the position of the first transponder, Tc is the current time, namely the time when the initial position of the train is calculated, T1 is the receiving time of the first response information, Vc is the current speed of the train, namely the speed of the train when the initial position of the train is calculated, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder. And after the initial position of the tail of the vehicle is obtained, adding the length of the vehicle to the initial position of the tail of the vehicle to obtain the initial position of the head of the vehicle.
After the initial positioning is completed, the train position can be calibrated by the head end or the tail end of the train passing through the transponder. If the tail end passes through the transponder, the position of the tail of the train is calculated, and then the position of the head of the train is calculated according to the length of the train, so that the position of the train is corrected.
In the prior art, if a BTM arranged at the head end of a train fails and response information of two transponders is continuously lost, the position is invalid. By adopting the train positioning method provided by the embodiment of the application, the BTM arranged at the head end of the train and the BTM arranged at the tail end of the train can both receive the response information, so that the problem that the BTM arranged at the head end of the train can not be positioned due to the fact that the BTM arranged at the head end of the train breaks down or the response information generated by the responder is unstable is solved, the resource of the responder can be fully utilized, the reliability and the accuracy of positioning are improved, and the line operation efficiency is improved.
In a second aspect, an embodiment of the present invention provides a train positioning method and system, including:
a first responder for generating first response information;
the second transponder is used for generating second response information, the second transponder and the first transponder are arranged adjacently, and the first transponder is positioned in front of the second transponder in the train running direction;
the first BTM is used for receiving the first response message or the second response message, and the first BTM is a BTM arranged at the head end of the train;
the second BTM is used for receiving the first response information or the second response information, and the second BTM is a BTM arranged at the tail end of the train;
a distance determining module, configured to determine a first distance and a second distance according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message, and the receiving time of the second response message, where the first distance is an actual distance between the first transponder and the second transponder, and the second distance is a measured distance between the first transponder and the second transponder;
the judging module is used for judging whether the absolute value of the difference between the first distance and the second distance is smaller than a preset error or not;
and the position determining module is used for determining the initial position of the train according to the position of the first transponder or the position of the second transponder when the absolute value of the difference between the first distance and the second distance is smaller than the preset error.
In an optional implementation manner, both the receiving end of the first response message and the receiving end of the second response message are the first BTM, and the distance determining module is specifically configured to:
determining a distance between the first transponder and the second transponder stored in an electronic map as the first distance;
determining a driving distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the position determination module is specifically configured to:
and calculating the initial position of the train according to Phead ═ Pb1+ (Tc-T1) x Vc + Lbtm1-R, wherein Phead is the initial position of the train head, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm1 is the distance from the first BTM to the train head, and R is the signal radiation radius of the second transponder.
In an optional implementation manner, both the receiving end of the first response message and the receiving end of the second response message are the second BTM, and the distance determining module is specifically configured to:
determining a distance between the first transponder and the second transponder stored in an electronic map as the first distance;
determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the position determination module is specifically configured to:
and calculating the initial position of the train according to Pend ═ Pb1+ (Tc-T1) xVc-Lbtm 2-R, wherein Pend is the initial position of the tail of the train, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
In an optional implementation manner, a receiving end of the first response message is the first BTM, a receiving end of the second response message is the second BTM, a receiving time of the second response message does not lag behind a receiving time of the first response message, and the distance determining module is specifically configured to:
determining a difference between a distance between the first transponder and the second transponder and a distance between the first BTM and the second BTM stored in an electronic map as the first distance;
determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the position determination module is specifically configured to:
and calculating the initial position of the train according to Phead ═ Pb1+ (Tc-T1) x Vc + Lbtm1-R, wherein Phead is the initial position of the train head, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm1 is the distance from the first BTM to the train head, and R is the signal radiation radius of the second transponder.
In an optional implementation manner, a receiving end of the first response message is the first BTM, a receiving end of the second response message is the second BTM, a receiving time of the second response message is later than a receiving time of the first response message, and the distance determining module is specifically configured to:
determining a difference between a distance between the first BTM and the second BTM and a distance between the first transponder and the second transponder stored in an electronic map as the first distance;
determining a driving distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the position determination module is specifically configured to:
and calculating the initial position of the train according to Pend ═ Pb2+ (Tc-T2) xVc-Lbtm 2-R, wherein Pend is the initial position of the tail of the train, Pb2 is the position of the second transponder, Tc is the current time, T2 is the receiving time of the second response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
In an optional implementation manner, the receiving end of the first response message is the second BTM, the receiving end of the second response message is the first BTM, the receiving time of the first response message is later than the receiving time of the second response message, and the distance determining module is specifically configured to:
determining a sum of a distance between the first BTM and the second BTM and a distance between the first transponder and the second transponder stored in an electronic map as the first distance;
determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
the position determination module is specifically configured to:
and calculating the initial position of the train according to Pend ═ Pb1+ (Tc-T1) xVc-Lbtm 2-R, wherein Pend is the initial position of the tail of the train, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
In an alternative implementation, the predetermined error is based on δ ═ δ 0 + Dc × Per determination, where δ is the preset error, δ 0 For the initial ranging error, Dc is the second distance and Per is a predetermined percentage.
In a third aspect, an embodiment of the present invention provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and running on the processor, and when the processor executes the program, the steps of the train positioning method described above are implemented.
In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to implement the steps of the train positioning method described above.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and so forth) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (10)

1. A train positioning method, comprising:
determining a first distance and a second distance according to a receiving end of first response information, a receiving time of the first response information, a receiving end of second response information, and a receiving time of the second response information, wherein the first response information is generated by a first transponder, the second response information is generated by a second transponder, the first transponder and the second transponder are adjacently arranged and the first transponder is positioned in front of the second transponder in a train traveling direction, the receiving end of the first response information is a first BTM or a second BTM, the receiving end of the second response information is the first BTM or the second BTM, the first BTM is a BTM arranged at a head end of a train, the second BTM is a BTM arranged at a tail end of the train, and the first distance is an actual distance between the first transponder and the second transponder, the second distance is a measured distance between the first transponder and the second transponder;
judging whether the absolute value of the difference between the first distance and the second distance is smaller than a preset error or not;
if the absolute value of the difference between the first distance and the second distance is smaller than the preset error, determining the initial position of the train according to the position of the first transponder or the position of the second transponder;
when the receiving end of the first response message and the receiving end of the second response message are both the first BTM, or the receiving end of the first response message and the receiving end of the second response message are both the second BTM, the determining the first distance and the second distance includes: determining a distance between the first transponder and the second transponder stored in an electronic map as the first distance; determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
when the receiving end of the first response message is the first BTM, the receiving end of the second response message is the second BTM, and the receiving time of the second response message does not lag behind the receiving time of the first response message, the determining the first distance and the second distance includes: determining a difference between a distance between the first transponder and the second transponder and a distance between the first BTM and the second BTM stored in an electronic map as the first distance; determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
when the receiving end of the first response message is the first BTM, the receiving end of the second response message is the second BTM, and the receiving time of the second response message lags behind the receiving time of the first response message, the determining the first distance and the second distance includes: determining a difference between a distance between the first BTM and the second BTM and a distance between the first transponder and the second transponder stored in an electronic map as the first distance; determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
when the receiving end of the first response message is the second BTM, the receiving end of the second response message is the first BTM, the receiving time of the first response message lags behind the receiving time of the second response message, and the determining the first distance and the second distance includes: determining a sum of a distance between the first BTM and the second BTM and a distance between the first transponder and the second transponder stored in an electronic map as the first distance; and determining the driving distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance.
2. The method according to claim 1, wherein the receiving end of the first answering message and the receiving end of the second answering message are both the first BTM, and the determining the train initial position according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Phead ═ Pb1+ (Tc-T1) x Vc + Lbtm1-R, wherein Phead is the initial position of the train head, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm1 is the distance from the first BTM to the train head, and R is the signal radiation radius of the second transponder.
3. The method according to claim 1, wherein the receiving end of the first response message and the receiving end of the second response message are both the second BTM, and the determining the train initial position according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Pend ═ Pb1+ (Tc-T1) xVc-Lbtm 2-R, wherein Pend is the initial position of the tail of the train, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
4. The method of claim 1, wherein the receiving end of the first response message is the first BTM, the receiving end of the second response message is the second BTM, the receiving time of the second response message does not lag behind the receiving time of the first response message, and the determining the initial train position according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Phead which is Pb1+ (Tc-T1) multiplied by Vc + Lbtm1-R, wherein Phead is the initial position of the train head, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm1 is the distance from the first BTM to the train head, and R is the signal radiation radius of the second transponder.
5. The method of claim 1, wherein the receiving end of the first response message is the first BTM, the receiving end of the second response message is the second BTM, the receiving time of the second response message is later than the receiving time of the first response message, and the determining the initial train position according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Pend Pb2+ (Tc-T2) multiplied by Vc-Lbtm2-R, wherein Pend is the initial position of the tail of the train, Pb2 is the position of the second transponder, Tc is the current time, T2 is the receiving time of the second response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
6. The method of claim 1, wherein the receiving end of the first response message is the second BTM, the receiving end of the second response message is the first BTM, the receiving time of the first response message is later than the receiving time of the second response message, and the determining the train initial position according to the position of the first transponder or the position of the second transponder comprises:
and calculating the initial position of the train according to Pend ═ Pb1+ (Tc-T1) xVc-Lbtm 2-R, wherein Pend is the initial position of the tail of the train, Pb1 is the position of the first transponder, Tc is the current time, T1 is the receiving time of the first response information, Vc is the current speed of the train, Lbtm2 is the distance from the second BTM to the head of the train, and R is the signal radiation radius of the second transponder.
7. Method according to any one of claims 1 to 6, characterized in that said preset error is based on δ - δ 0 + Dc × Per determination, where δ is the preset error, δ 0 For the initial ranging error, Dc is the second distance and Per is a predetermined percentage.
8. A train positioning method system is characterized by comprising the following steps:
a first responder for generating first response information;
the second transponder is used for generating second response information, the second transponder and the first transponder are arranged adjacently, and the first transponder is positioned in front of the second transponder in the train running direction;
the first BTM is used for receiving the first response message or the second response message, and the first BTM is a BTM arranged at the head end of the train;
the second BTM is used for receiving the first response information or the second response information, and the second BTM is a BTM arranged at the tail end of the train;
a distance determining module, configured to determine a first distance and a second distance according to the receiving end of the first response message, the receiving time of the first response message, the receiving end of the second response message, and the receiving time of the second response message, where the first distance is an actual distance between the first transponder and the second transponder, and the second distance is a measured distance between the first transponder and the second transponder;
the judging module is used for judging whether the absolute value of the difference between the first distance and the second distance is smaller than a preset error or not;
the position determining module is used for determining the initial position of the train according to the position of the first transponder or the position of the second transponder when the absolute value of the difference between the first distance and the second distance is smaller than the preset error;
when the receiving end of the first response message and the receiving end of the second response message are both the first BTM, or the receiving end of the first response message and the receiving end of the second response message are both the second BTM, the distance determining module is specifically configured to: determining a distance between the first transponder and the second transponder stored in an electronic map as the first distance; determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
when the receiving end of the first response message is the first BTM, the receiving end of the second response message is the second BTM, and the receiving time of the second response message does not lag behind the receiving time of the first response message, the distance determining module is specifically configured to: determining a difference between a distance between the first transponder and the second transponder and a distance between the first BTM and the second BTM stored in an electronic map as the first distance; determining a driving distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
when the receiving end of the first response message is the first BTM, the receiving end of the second response message is the second BTM, and the receiving time of the second response message lags behind the receiving time of the first response message, the distance determining module is specifically configured to: determining a difference between a distance between the first BTM and the second BTM and a distance between the first transponder and the second transponder stored in an electronic map as the first distance; determining a running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance;
when the receiving end of the first response message is the second BTM, the receiving end of the second response message is the first BTM, and the receiving time of the first response message lags behind the receiving time of the second response message, the distance determining module is specifically configured to: determining a sum of a distance between the first BTM and the second BTM and a distance between the first transponder and the second transponder stored in an electronic map as the first distance; and determining the running distance of the train between the receiving time of the first response information and the receiving time of the second response information as the second distance.
9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the steps of the method of any one of claims 1-7 when executing the computer program.
10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 7.
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