CN116062008A

CN116062008A - Railway dispatching positioning method and system

Info

Publication number: CN116062008A
Application number: CN202310218560.3A
Authority: CN
Inventors: 张勋; 李志兵; 刘晶; 刘文才; 王彬鉴; 刘德福; 娄育源
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2023-03-09
Filing date: 2023-03-09
Publication date: 2023-05-05
Anticipated expiration: 2043-03-09
Also published as: CN116062008B

Abstract

The invention provides a railway dispatching positioning method and a railway dispatching positioning system, wherein the method comprises the following steps: acquiring tag position information, wherein the tag position information is used for describing the position of a ground tag in a station yard; judging whether the call positioning data exist, if so, carrying out positioning correction on the call positioning data according to the label position information, and if not, carrying out initial positioning according to the label position information; wherein, acquiring tag location information includes acquiring tag location information at a non-doorway in a yard. According to the invention, the tag is additionally arranged at the non-entrance and exit position in the station yard, so that real-time positioning and calibration of shunting in the station yard area are realized, the positioning continuity is good, the accuracy is high, and the method is better applicable to the FAD automatic driving system.

Description

Railway dispatching positioning method and system

Technical Field

The invention belongs to the technical field of rail transit, and particularly relates to a railway dispatching positioning method and system.

Background

The FAD system, namely the freight station automatic driving system, can automatically calculate the target speed, the target distance, the protection speed and the protection distance according to the station operation plan and the target route, and control the shunting machine to realize automatic driving and automatic turning back of shunting operation.

The shunting positioning tracking system is widely applied to an STP system (radio locomotive signal or shunting and monitoring, a wireless shunting locomotive signal and a monitoring system), takes locomotive positioning technology as a core, can realize real-time transmission and display of information such as locomotive and ground station yard information, shunting locomotive states, shunting operation plans and the like, and can effectively prevent accidents such as extrusion, flushing, falling and the like caused by crossing of a blocking signal, heavy earth collision, overspeed protection and the like in shunting operation.

The STP system is integrated in the FAD system and comprises two parts, namely a ground and a vehicle-mounted part, and in principle, one interlocking station is provided with one set of ground equipment and one locomotive is provided with one set of vehicle-mounted equipment. Each set of ground equipment comprises a ground host, a vehicle service terminal, an electric service maintenance terminal, a station adjusting terminal, wireless communication equipment, a ground non-edge transponder and the like. Each set of vehicle-mounted equipment comprises a vehicle-mounted host, wireless communication equipment, a transponder inquiry host, an inquiry antenna and the like. Passive transponders are installed at various entrances and exits of the yard. STP system locomotives scan transponders at yard entrances and exits.

In the current rail traffic field, a CBTC (Communication Based Train Control System, train control system based on communication technology) urban rail control system, a CTCS-2 train control system (CTCS (China Train Control System, china train control system), a CTCS-3 train control system and an STP system generally adopt a point type transponder to position locomotives and trains. Although the method is convenient and accurate in positioning, the method has obvious defects in practical application of marshalling stations, freight stations, steel plants, mines and the like. Firstly, the overall cost is high, the transponder is expensive and difficult to install and disassemble, a large number of transponder devices are paved in the rail, and special personnel are required to carry out periodic maintenance; second, positioning is discontinuous, in STP system, the transponder is usually set at station boundary, field connection line and end line, the locomotive can not realize real-time positioning and calibration, when the locomotive is lost in the field, accurate positioning can be realized only by manually placing and positioning and needing to roll in and out a section. Thirdly, the data is inconvenient to read and write, the point type transponder needs to read and write the data through a connecting serial port, and when the number of the transponders is large, time and labor are wasted. Fourth, the positioning of the locomotive is greatly affected when conditions such as a transponder mounting location is not correct, a transponder is damaged, or a locomotive speed sensor is misaligned occur.

Disclosure of Invention

In order to solve at least one of the above problems, the present invention provides a positioning method for a railway dispatching machine, comprising:

acquiring tag position information, wherein the tag position information is used for describing the position of a ground tag in a station yard;

judging whether the call positioning data exist, if so, carrying out positioning correction on the call positioning data according to the label position information, and if not, carrying out initial positioning according to the label position information;

wherein, acquiring tag location information includes acquiring tag location information at a non-doorway in a yard.

Further, the method further comprises:

and generating a dispatching route tag list according to the dispatching route data, wherein the route tag list is used for describing a series of tags which are to be passed by the dispatching machine.

Further, generating the tuning route tag list according to the tuning route data includes:

and generating a current dispatching route tag list according to the positioning data of the dispatching machine, the current route data and the tag data table.

Further, the method comprises the steps of: and judging the label loss condition according to the route label list.

Further, the method comprises the steps of:

the distance from the current position to the next tag is determined by the dispatching machine according to the route tag list, whether the next tag is acquired after the dispatching machine moves to the distance is judged, and if the next tag is not acquired, the tag is considered to be lost;

wherein achieving the distance comprises achieving the distance within a specified tolerance range.

Further, the current position of the tuner is determined according to the acquired tag position information or according to the tag position information and the tuner displacement.

Further, when the label is lost, the distance from the calling machine to the next label is calculated according to the current position of the calling machine and the route label list and is used for label loss identification.

Further, when the label is continuously and repeatedly judged to be lost, the machine is stopped, and the failure of the label reading unit in the machine is preliminarily judged.

Further, when the running direction of the dispatching machine is changed or the current route is changed, the route label list is updated according to the updating, and the distance between the dispatching machine and the label is calculated by taking the first label in the new route label list identified by the dispatching machine as a reference, so that the label loss identification is realized.

Further, the method further comprises:

and (5) checking the label position information according to the route label list, detecting wheel diameter data or checking speed and distance measurement errors.

Further, the distance from the current position to the next tag is determined according to the route tag list, when the distance of the dispatching is out of the specified tolerance range of the distance, the dispatching recognizes the next tag, and then the dispatching is considered to have speed measurement and distance measurement errors or the tag position information in the database is wrong or the wheel diameter set by the vehicle-mounted program is inconsistent with the actual wheel diameter.

Further, the method further comprises: and carrying out accurate positioning according to the track circuit data.

The invention also provides a railway dispatching and positioning system, which comprises:

the system comprises a tag reading unit, a tag receiving unit and a tag receiving unit, wherein the tag reading unit is used for acquiring tag position information, and the tag position information is used for describing the position of a ground tag in a station yard;

the positioning unit is used for judging whether the machine-adjusting positioning data exist or not, if so, carrying out positioning correction on the machine-adjusting positioning data according to the label position information, and if not, carrying out initial positioning according to the label position information;

Further, the system further comprises:

and the label list generation unit is used for generating a dispatching route label list according to the dispatching route data, wherein the route label list is used for describing a series of labels which are to be passed by the dispatching machine.

Further, the system further includes a judging unit, configured to judge a label loss condition according to the route label list, including:

Further, when the judging unit judges that the tag is lost, the distance from the calling machine to the next tag is calculated according to the current position of the calling machine and the route tag list and is used for tag loss identification.

Further, when the judging unit continuously judges that the label is lost for a plurality of times, the machine is stopped, and the failure of the label reading unit in the machine is primarily judged.

Further, the judging unit is further configured to:

According to the railway shunting positioning method and system, the tags are additionally arranged at the non-entrance and exit positions in the yard, so that real-time positioning and calibration of shunting in the yard area are realized, if positioning is lost in an automatic driving state, the positioning can be immediately performed again after the tags are pressed, positioning continuity is good, accuracy is high, and the method and system are better applicable to a FAD automatic driving system; the RFID tag with lower cost compared with a transponder system is integrated in the FAD system as an independent module, a positioning algorithm is optimized, the comprehensive cost is reduced, and data writing is simpler and more convenient; based on the positioning scheme, the method can further realize dynamic verification of whether the actual position of the RFID tag is consistent with the data of the database, real-time detection of whether the locomotive speed sensor is normal, and real-time detection of whether the tag and the tag reader work normally.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 illustrates a FAD system positioning logic flow diagram in accordance with an embodiment of the present invention;

FIG. 2 illustrates a railway dispatching positioning flow chart in accordance with an embodiment of the present invention;

fig. 3 shows a schematic structural diagram of a railway dispatching and positioning system according to an embodiment of the invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

The embodiment of the invention provides a railway dispatching and positioning method which can realize the efficient positioning of dispatching (comprising locomotives or train) in a railway freight station. Without loss of generality, the railway dispatching positioning method of the embodiment of the invention can be realized through a railway dispatching positioning system, and is exemplarily realized in a FAD system, so that the dispatching automatic driving performance is improved.

The FAD system consists of two parts, namely ground equipment and vehicle-mounted equipment. The ground equipment comprises a ground server, a workstation terminal, a camera, a tag, various optical fibers, cables, serial lines and the like, and the vehicle-mounted equipment comprises a vehicle-mounted server, a tag reading unit, a vehicle control lower computer, various sensors and the like. The system positioning logic flow is shown in fig. 1, after the machine is started in the machine garage, the tag reader is powered on to work, reads the tag of the current track, and can initially position the machine by matching with database data.

The railway dispatching and positioning method in the embodiment of the invention is described in detail below by taking a railway dispatching and positioning scene in a freight station as an example. But not limited to application scenarios of the railway dispatching positioning method and system of the invention.

In the embodiment of the invention, dense tags (simply called tags) are arranged in a freight station, namely, a plurality of tags are arranged in lines in the station except for an entrance and an exit. Specifically, a plurality of labels are arranged in the stock way according to a specified interval, and the labels are arranged at the end line at intervals of increasing distance from the vehicle bumper at a time, wherein the maximum interval in the labels is not more than the specified interval. Specifically, a label is arranged every 200 meters in the stock way, and the labels are sequentially arranged at the end line from the vehicle bumper to 10 meters/30 meters/50 meters/100 meters. In addition, the insulating section is provided with a label, and the road opening, the bridge opening entrance and the first stop point are provided with labels.

When the machine passes through the tag, the tag position information can be read through the electric signal. The tag in the embodiment of the invention is an RFID tag, and the tag location information ID is obtained by a radio frequency signal when the call is passed through the tag. And the tag position information is matched in the database according to the tag ID to obtain the tag position information.

The railway dispatching positioning method comprises the following steps: acquiring tag position information, wherein the tag position information is used for describing the position of a ground tag in a station yard; judging whether the call positioning data exist, if so, carrying out positioning correction on the call positioning data according to the label position information, and if not, carrying out initial positioning according to the label position information; wherein acquiring tag location information includes acquiring tag location information at a non-doorway (exit or entrance) in a yard.

Furthermore, the dispatching machine also carries out accurate positioning according to the track circuit data. Specifically, after the dispatching machine rolls in and out of the complete track circuit once, the accurate position of the dispatching machine is determined according to the track circuit data and used as the dispatching machine positioning data.

In the embodiment of the invention, the track circuit positioning is realized through an STP system. The STP system is integrated in the FAD system. STP systems are mainly used as protection systems, i.e. to prevent switching and train crossing, and their positioning mainly relies on track circuits. The FAD system realizes the function of automatic driving under the protection of the STP system, can calculate the target distance according to a shunting plan, automatically walks and parks, realizes positioning tracking and correction by adopting a tag reader, and provides double guarantee for the positioning of the shunting.

When the dispatching positioning data does not exist in the front dispatching, the dispatching can be scanned to any label, namely, after the label position information is acquired, initial positioning can be performed, manual positioning or positioning at a station yard entrance or exit is not needed, and the positioning flow is simplified. And then determining the accurate position of the dispatching machine after the dispatching machine rolls in and out the complete track circuit once. After the label position information is obtained, when the call positioning data exists, if the position of the label scanned by the call is inconsistent with the current positioning of the call, the call positioning data is cleared, and positioning correction is carried out again according to the scanned label position information.

The railway dispatching positioning method of the embodiment of the invention also generates the route label list according to the route data of the dispatching, executes the label identification judging step according to the route label list, prejudges the condition of passing labels in the dispatching operation process, can be used for detecting label loss and label reader faults, and improves the positioning safety.

When a new route is generated in the current dispatching machine, a current dispatching route label list is generated according to the positioning data (representing the current position of the dispatching machine), the current route data and the label data table, namely, a label list to be scanned by the dispatching machine. The route tag list contains a plurality of sets of ordered tag data, each set including information such as tag identification (i.e., tag ID), tag name (optional), and tag location.

And calculating the distance between every two adjacent labels according to the label list, and judging how far the dispatching machine runs to scan the next label. Thereby judging that the identification tag is lost in the operation process of the machine adjustment.

The dispatching machine determines the distance from the current position to the next label according to the route label list, judges whether the next label is acquired after the dispatching machine moves to the distance, and considers that the label is lost if the next label is not acquired. When the label is lost, calculating the distance from the calling machine to the next label according to the current position of the calling machine and the route label list, and using the distance for identifying the lost label. If the label is continuously and repeatedly judged to be lost, the machine is stopped, and the failure of the label reader in the machine is primarily judged. Wherein achieving the distance includes achieving the distance within a specified tolerance range.

The current position of the tuner is determined according to the acquired label position information of the first label or according to the label position information and the tuner displacement. For example, when the call ticket acquires the tag position information of the current tag, the train position is determined according to the information. After the machine is tuned to run a positioning shift according to the distance between the labels, if the second label is not acquired, the second label is considered to be lost, and at the moment, the machine is determined according to the label position information and the displacement of the first label. And calculating a distance from the third tag based on the determined current position for judging whether the third tag is lost.

Wherein the first tag is used to represent the currently identified tag and is not limited to the first appearing tag in the route tag list. The second tag is a tag following the first tag in the route tag list. The third tag is a tag following the second tag in the route tag list.

And when the running direction of the dispatching machine is changed or the current route is changed, updating the route label list according to the updating, and calculating the distance between the dispatching machine and the label by taking the first label in the new route label list identified by the dispatching machine as a reference for identifying the lost label.

For example, when the front (or back) end of the call is pressed to a certain label, the related program of the call automatically calculates the distance l between the current label and the second label (the current label is the first label, and the next label in the running direction is the second label), when the call displacement x reaches the distance l (an error of plus or minus 5m is allowed)

l) if the second label is pressed, updating the distance l of the next label by taking the second label as a reference; if the second label is not pressed, the label is preliminarily judged to be lost, the distance from the third label is updated, and if the third label is lost again, the machine is turned off, and at the moment, the label reader may be out of order. When the dispatching machine does not press the next tag, the reverse operation is performed, the route tag list is updated, the route tag list of the tag which the train will pass is calculated according to the new operation direction, and the distance calculation is performed from the front end (or the rear end) of the dispatching machine after the reverse operation to the first tag in the updated route tag list.

The method further comprises the steps of checking the label position information, monitoring the speed sensor and detecting the wheel diameter data according to the route label list.

Specifically, the dispatching machine determines the distance from the current position to the next label according to the route label list, and when the dispatching machine displacement is out of the specified tolerance range of the distance (including the distance which is not reached and the distance which is exceeded), the dispatching machine recognizes the next label, and then the dispatching machine is considered to have speed measurement and distance measurement errors or data verification failure.

Illustratively, if the absolute value of the difference in distance l between the modulator displacement x and the adjacent tag is greater than 5 meters, sweep to the next tag (including x

l or x->

l), there are three possible failures:

problems occur with the speed sensor;

the position data of the labels in the database has errors;

the wheel diameter set by the vehicle program is inconsistent with the actual wheel diameter. Because locomotive wheels are metal, continuous contact friction with the steel rail has loss, so that the actual wheel diameter is inconsistent with the standard wheel diameter, and if the wheel diameter data is inconsistent, the data is corrected in time.

If the fault occurs continuously for a designated number of times, such as 2 times or more, the machine is turned off.

The railway dispatching and positioning process according to the embodiment of the invention is exemplarily described below with reference to the accompanying drawings.

As shown in fig. 2, after the machine is started, the tag reader at the front end (or the rear end) of the machine scans the tag, and when the front end (or the rear end) of the machine is pressed to the tag F, it is determined whether the machine is currently positioned, that is, whether the machine positioning data exists, if so, it is determined whether the positioning information of the tag F matches with the current positioning, and if so, the distance l1 from the next tag F1 is calculated. And if the information of the label F does not accord with the information, performing machine-tuning positioning according to the information of the label F. And if the calling is not positioned currently, the calling positioning is also performed according to the information of the label F.

And performing scheduling positioning through the information of the tag F, and constructing a route tag list when new scheduling route information is acquired. Specifically, a route tag list of the dispatching machine is built through the positioning data, the tag data table and the current route data.

According to the route tag list, performing a tag identification judging step: the distance l1 of the tuner from the next tag F1 is calculated.

After determining the distance l1 from the next tag F1, when the tuning travel displacement x is 0

|x-l1|/>

5m, judging whether the machine is pressed to the next label F1. And if the label F1 is pressed, performing machine adjustment positioning according to the information of the label F1. If the label F1 is not pressed, the calling machine considers that the label F1 is lost, and the distance l2 from the next label F2 of the calling machine is recalculated. Judging that the continuous running displacement of the dispatching machine is 0 +.>

|x-l2|/>

And if the label is pressed after 5m, if the label is not pressed, the label reader is considered to be in fault, and stopping is performed. If the label is pressed, calculating the distance from the next label according to the new label position information, judging whether the pressed label is the label F2, if so, preliminarily judging that the former label F1 is faulty, and if the pressed label is not F2 (but F1 or F3, wherein the position difference of F1 or F3 calculated by the position distance of the label is larger than a specified tolerance range, such as 5 m), considering that the following faults may exist: speed sensor failure or label position information error or wheel diameter data error. And (5) carrying out accumulated counting on faults, and stopping when faults occur twice continuously.

After the tuning route tag list is constructed, if tuning reverse or current route change occurs, the route tag list is reconstructed.

According to the same inventive concept, an embodiment of the present invention further provides a railway dispatching and positioning system, as shown in fig. 3, including: the system comprises a tag reading unit, a tag receiving unit and a tag receiving unit, wherein the tag reading unit is used for acquiring tag position information, and the tag position information is used for describing the position of a ground tag in a station yard; the positioning unit is used for judging whether the machine-adjusting positioning data exist or not, if so, carrying out positioning correction on the machine-adjusting positioning data according to the label position information, and if not, carrying out initial positioning according to the label position information; wherein, acquiring tag location information includes acquiring tag location information at a non-doorway in a yard.

Further, the system also comprises a tag list generating unit for generating a dispatching route tag list according to the dispatching route data, wherein the route tag list is used for describing a series of tags which are to be passed by the dispatching machine. Specifically, a current dispatching route tag list is generated according to the positioning data, the current dispatching route data and the tag data table of the dispatching machine.

The system also comprises a judging unit for judging the label loss condition according to the route label list. Specifically, the dispatching machine determines the distance from the current position to the next label according to the route label list, judges whether the next label is acquired after the dispatching machine moves to the distance, and considers that the label is lost if the next label is not acquired; wherein achieving the distance comprises achieving the distance within a specified tolerance range.

When the judging unit judges that the label is lost, the distance between the calling machine and the next label is calculated according to the current position of the calling machine and the route label list and is used for label loss identification. When the judging unit continuously judges that the label is lost for a plurality of times (such as 2 times), the machine is stopped, and the failure of the label reading unit in the machine is primarily judged.

The judging unit is also used for carrying out label position information verification, wheel diameter data detection or speed and distance measurement error detection according to the route label list.

Without loss of generality, the railway dispatching positioning system of the embodiment of the invention is realized as a FAD system, wherein the tag reading unit is a tag reader and is integrated in the FAD system.

Compared with the prior art, the railway dispatching and positioning method and system provided by the embodiment of the invention have the following advantages:

in the prior art, STP positioning is realized by scanning passive transponders at the site entrances and exits, which requires that each time a non-positioned or non-registered tuner must be opened to the site entrance and exit before the STP system is started to be used, which is low in efficiency and time and labor-consuming. In the embodiment of the invention, no matter where the machine is located, the positioning can be realized as long as the RFID tag is nearby.

In the prior art, when the track circuit is in poor branching, the STP system can have the condition of positioning loss, and a driver is required to manually place and position the STP system.

Compared with a passive transponder, the purchasing and maintenance cost of the RFID tags is low, the installation is convenient, and meanwhile, the densely distributed RFID tags in the station yard can assist the FAD system in achieving multiple additional functions such as data verification, speed sensor monitoring and wheel diameter data detection.

Although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. The railway dispatching and positioning method is characterized by comprising the following steps of:

2. The method for positioning a railway dispatching machine of claim 1, further comprising:

3. The railway dispatching positioning method of claim 2, wherein generating a dispatching route tag list according to dispatching route data comprises:

4. The railway dispatching and positioning method as claimed in claim 2, comprising: and judging the label loss condition according to the route label list.

5. The method for positioning a railway dispatching machine according to claim 4, comprising:

6. The method for positioning a railway dispatching machine according to claim 4, wherein,

the current position of the tuner is determined according to the acquired tag position information or according to the tag position information and the tuner displacement.

7. The method for positioning a railway dispatching machine according to claim 5, wherein,

when the label is lost, calculating the distance from the calling machine to the next label according to the current position of the calling machine and the route label list, and using the distance for identifying the lost label.

8. The method for locating a railway dispatching machine according to claim 7, wherein when the label is lost, the dispatching machine stops running and the failure of the label reading unit in the dispatching machine is primarily judged.

9. The method for positioning a railway dispatching machine according to claim 7, wherein,

10. The railway tuning positioning method according to any one of claims 2-9, further comprising:

11. The method for positioning a railway dispatching machine according to claim 10, wherein,

and determining the distance from the current position to the next tag according to the route tag list, and when the distance of the dispatching is out of the specified tolerance range of the distance, recognizing the next tag by the dispatching, wherein the dispatching is considered to have speed measurement and distance measurement errors or the tag position information in the database is wrong or the wheel diameter set by the vehicle-mounted program is inconsistent with the actual wheel diameter.

12. The railway tuning positioning method according to any one of claims 2-9, further comprising: and carrying out accurate positioning according to the track circuit data.

13. A railway dispatching and positioning system, comprising:

14. The railway tuning positioning system of claim 13, further comprising:

15. The railroad tuning positioning system of claim 14, wherein generating a tuning access tag list from tuning access data comprises:

16. The railway tuning positioning system according to claim 14, further comprising a judging unit for judging a loss of a tag from the entry tag list, comprising:

17. The railroad tuning positioning system according to claim 16, wherein,

when the judging unit judges that the label is lost, the distance between the calling machine and the next label is calculated according to the current position of the calling machine and the route label list and is used for label loss identification.

18. The railroad dispatching positioning system of claim 17, wherein the judging unit judges that the dispatching is stopped and judges preliminarily that the tag reading unit in the dispatching is out of order when the judging unit judges that the tag is lost a plurality of times in succession.

19. The railway call positioning system according to any one of claims 16 to 18, wherein the determination unit is further configured to: