CN117022387B - Train auxiliary positioning method under fault scene of signal system - Google Patents
Train auxiliary positioning method under fault scene of signal system Download PDFInfo
- Publication number
- CN117022387B CN117022387B CN202311001934.2A CN202311001934A CN117022387B CN 117022387 B CN117022387 B CN 117022387B CN 202311001934 A CN202311001934 A CN 202311001934A CN 117022387 B CN117022387 B CN 117022387B
- Authority
- CN
- China
- Prior art keywords
- train
- vehicle
- signal system
- auxiliary positioning
- data
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 21
- 238000004891 communication Methods 0.000 claims abstract description 22
- 230000002159 abnormal effect Effects 0.000 claims abstract description 11
- 230000005540 biological transmission Effects 0.000 claims description 15
- 238000012544 monitoring process Methods 0.000 claims description 8
- 238000013500 data storage Methods 0.000 claims description 6
- 239000003550 marker Substances 0.000 claims description 4
- 230000000737 periodic effect Effects 0.000 claims description 2
- 230000011664 signaling Effects 0.000 claims 2
- 238000010586 diagram Methods 0.000 description 8
- 230000000903 blocking effect Effects 0.000 description 3
- 230000005856 abnormality Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 206010033799 Paralysis Diseases 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000013473 artificial intelligence Methods 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000010365 information processing Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- PLAIAIKZKCZEQF-UHFFFAOYSA-N methyl 6-chloro-2-oxo-3h-1,2$l^{4},3-benzodithiazole-4-carboxylate Chemical compound COC(=O)C1=CC(Cl)=CC2=C1NS(=O)S2 PLAIAIKZKCZEQF-UHFFFAOYSA-N 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012800 visualization Methods 0.000 description 1
Classifications
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a train auxiliary positioning method under a signal system fault scene, which comprises the following steps: the auxiliary positioning server receives positioning data from two communication links of the signal system and the vehicle-mounted host computer at the same time, and finally displays the positioning data on an auxiliary positioning workstation through decision making; the decision basis is that when the signal system is normal, the positioning information of the train from the signal system is preferred, and when the signal system is abnormal and the transmitted positioning information cannot be displayed on the terminal, the positioning information of the train from the vehicle-mounted host computer is selected. The train positioning information redundancy and the communication link redundancy of the invention have the advantages of high reliability and strong applicability of the auxiliary positioning mode.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train auxiliary positioning method under a fault scene of a signal system.
Background
Currently, the subway operation efficiency mainly depends on the reliability of a signal system (generally, a train operation diagram preset according to an ATS (Automatic Train Supervision, automatic train monitoring system) is planned to be sent out, and the position of the train is visible on a dispatching workstation), and under the condition that the signal system is failed or closed, the subway operation efficiency and the safety can be drastically reduced. When the signal system is in fault, especially in paralysis, if the signal is interrupted due to equipment fault, communication fault and the like in the interlocking area, and the train position is invisible at the dispatching terminal, the current track traffic dispatching command system can shift to a telephone blocking mode according to the flow to command the traffic through manual dispatching. At this time, the train loses the protection of the signal system, the train is invisible at the dispatching command terminal, the dispatcher cannot monitor the actual running position of the train in real time, the position of the train is required to be confirmed by manual communication without stopping, and the command efficiency is low. And because the train position is invisible on the dispatching command terminal in the driving process, the potential safety hazard is extremely large, and accidents caused by human judgment or negligence are easy to occur.
In recent years, with the development of technologies such as artificial intelligence, machine vision, intelligent sensing, model algorithms and the like, new solutions and approaches are provided for bottleneck problems affecting the running efficiency and safety of rail transit trains. Aiming at the topic of train auxiliary positioning, a solution for realizing train auxiliary positioning display by changing a data transmission path exists, and the fault tolerance of a CBTC (Communication Based Train Control System, communication-based train automatic control system) system under a specific fault scene can be enhanced and is deployed on a line. The scheme is that existing equipment and an existing channel are utilized, a data transmission path is changed, a terminal server and a workstation are additionally arranged, train positioning data are firstly obtained from a signal vehicle-mounted subsystem, and then the train positioning data are finally displayed at a control center/station terminal through a vehicle MVB (Multifunction Vehicle Bus, multifunctional vehicle bus) network and a PIS (PASSENGER INFORMATION SYSTEM ) transmission channel. The auxiliary positioning mode data of the train is consistent with the data on the ATS, the structure is simple, the implementation is easy, but the dependence of the mode on a signal system is extremely strong, when the positioning data cannot be acquired due to the failure of a single train CC (Carborne Controller, vehicle-mounted controller), the positioning information of the train still cannot be displayed on a terminal workstation of the system, and the system cannot be used as an auxiliary positioning mode. A schematic diagram of the prior art and prior art data transmission paths is shown in fig. 1.
Disclosure of Invention
In view of the above, the present invention provides a method for assisting in positioning a train in a fault scenario of a signal system, so as to solve the above-mentioned technical problems.
The invention discloses a train auxiliary positioning method under a signal system fault scene, which comprises the following steps:
The auxiliary positioning server receives positioning data from two communication links of the signal system and the vehicle-mounted host computer at the same time, and finally displays the positioning data on an auxiliary positioning workstation through decision making; the decision basis is that when the signal system is normal, the positioning information of the train from the signal system is preferred, and when the signal system is abnormal and the transmitted positioning information cannot be displayed on the terminal, the positioning information of the train from the vehicle-mounted host computer is selected.
Further, the communication link for the auxiliary positioning server to receive the positioning data from the signal system is sequentially composed of a vehicle-mounted CC subsystem, a vehicle-mounted signal DCS subsystem, a signal system vehicle-ground wireless transmission network, a ground signal DCS subsystem, a regional controller, a FRONTAM, an ATS server and an auxiliary positioning server; the communication link for the auxiliary positioning server to receive the positioning data from the vehicle-mounted host machine is sequentially composed of the vehicle-mounted host machine, a vehicle-mounted PIS system, a PIS vehicle-ground wireless communication transmission network, a ground PIS system and the auxiliary positioning server.
Further, the process of acquiring the positioning information of the train by the vehicle-mounted host comprises the following steps:
The vehicle-mounted host calculates the position S1 of the current train, and periodically receives the position S2 of the current train calculated by the signal system sent by the auxiliary positioning server;
The vehicle-mounted host outputs final positioning information to the auxiliary positioning server according to the position S1 and the position S2; the position S2 is transmitted to the vehicle-mounted host to realize periodic calibration, so that the position S1 autonomously calculated by the vehicle-mounted host is closer to the position S2 calculated by the signal system.
Further, the vehicle-mounted host calculates a position S1 of the current train, including:
The vehicle-mounted host receives the acquisition data from the sensor acquisition device and the related information from the TCMS of the vehicle, and autonomously calculates the positioning of the train; wherein, the acquisition data includes: laser data and hundred-meter mark data; the related information includes: train speed, car body number, direction of travel.
Further, the sensor acquisition device comprises a laser radar and a camera; the laser radar acquires track laser point cloud data and ranging data in front of train operation; the video camera collects video data of the marker beside the track; wherein the marker comprises a hundred meter mark.
Further, the vehicle-mounted host outputs final positioning information to the auxiliary positioning server according to the position S1 and the position S2, and the method comprises the following steps:
The vehicle-mounted host autonomously calculates a period T1 of the position S1 of the current train and receives a period T2 of the position S2 of the current train calculated by the signal system; t1< T2 , 0<t < T2, T is a continuous time within one period of T2;
In the period T2, no information is output when 0< T < T1; when T1 is less than or equal to T < T2, outputting train position information which is autonomously calculated by the vehicle-mounted host, namely a position S1.
Further, the vehicle-mounted host outputs final positioning information to the auxiliary positioning server according to the position S1 and the position S2, and further includes:
if t=t2, that is, when the period T2 is reached, if the signal system is normal and s1=s2, the on-board host transmits the position S1 of the current train to the auxiliary positioning server, and if s1++s2, s1=s2 is calibrated, and at this time, the on-board host transmits the position S2 of the current train to the auxiliary positioning server.
Further, the vehicle-mounted host outputs final positioning information to the auxiliary positioning server according to the position S1 and the position S2, and further includes:
If t=t2 and s1++s2, and the signal system is abnormal, the vehicle-mounted host acquires the position S3 of the railside hundred-meter label, and the position of the calibration train is s1=s3, the vehicle-mounted host transmits the position S3 of the train to the auxiliary positioning server;
The abnormal signal system mainly refers to the condition that train positioning information calculated by the signal system is not visible on an ATS workstation due to at least one system fault in a vehicle-mounted controller, a signal system wireless network, a wired network, a regional controller, a data storage unit and a train automatic monitoring system.
Further, the signal system comprises a vehicle-mounted controller, a signal system wireless network, a wired network, a regional controller, a data storage unit and a train automatic monitoring system.
Due to the adoption of the technical scheme, the invention has the following advantages: when the train position cannot be displayed on the ATS workstation due to the faults of the track traffic signal system (such as faults of the vehicle-mounted controller, wireless communication faults, wired network faults, FRONTAM faults, ZC faults and ATS faults), train position information autonomously calculated by the vehicle-mounted host is used as a backup auxiliary positioning mode and displayed on the newly-added auxiliary positioning workstation.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments described in the embodiments of the present invention, and other drawings may be obtained according to these drawings for those skilled in the art.
FIG. 1 is a schematic diagram of a prior art train aided positioning method;
FIG. 2 is a schematic diagram of an improved train assistance-localization real-time method according to an embodiment of the present invention;
FIG. 3 is a flowchart of an autonomous positioning algorithm of a vehicle-mounted host according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of laser ranging according to an embodiment of the present invention;
fig. 5 is a flowchart of a train positioning decision algorithm of an auxiliary positioning server according to an embodiment of the present invention.
Detailed Description
The present invention will be further described with reference to the accompanying drawings and examples, it being apparent that the described examples are only some, but not all, of the examples of the present invention. All other embodiments obtained by those skilled in the art are intended to fall within the scope of the embodiments of the present invention.
As shown in fig. 1, in the prior art, the train positioning information is derived from a signal system vehicle-mounted controller, the existing transmission path is a vehicle-mounted controller, a vehicle-mounted signal DCS (DATA CENTRIC Storage) subsystem, a signal system vehicle-ground wireless transmission network, a ground signal DCS subsystem, a zone controller ZC, FRONTAM (FRONT AND MAINTENANCE, data Storage unit), an ATS server, an ATS workstation, and the train positioning information is finally displayed on the ATS workstation at the control center. The prior art utilizes the existing train positioning data of a signal system vehicle-mounted controller, and the train positioning information is finally displayed on an auxiliary positioning workstation at a control center end through an existing communication channel from the signal system vehicle-mounted controller, a vehicle TCMS (Train Control Monitoring System, train control system monitoring system), a vehicle-mounted PIS system, a PIS train ground wireless communication transmission network, a ground PIS system, an auxiliary positioning server and an auxiliary positioning workstation, and the display information data source is consistent with the ATS workstation. The technology has the advantages that the system is simple in structure, train positioning data are consistent, an information transmission channel is utilized, the dependence on a vehicle-mounted controller of a signal system is extremely high, when the vehicle-mounted controller fails, the auxiliary positioning system lacks data sources, a central end cannot display the train positioning data, and the auxiliary positioning mode is unavailable.
Therefore, referring to fig. 2, the invention provides an embodiment of a train auxiliary positioning method under a fault scene of a signal system, in which sources of train positioning information are different, one piece of path positioning information is from a vehicle-mounted controller of the signal system, and the other piece of path positioning information is from a vehicle-mounted host computer for autonomously calculating the position of a train through a sensor. The existing transmission path is a vehicle-mounted controller, a vehicle-mounted signal DCS subsystem, a signal system vehicle-ground wireless transmission network, a ground signal DCS subsystem, a zone controller ZC, FRONTAM, an ATS server and an ATS workstation, and train positioning information is finally displayed on the ATS workstation at the control center end and transmitted to an auxiliary positioning server through the ATS server. The embodiment utilizes the data information acquired by the sensor acquisition device, combines the data information acquired from the TCMS of the vehicle, autonomously calculates the position of the train on the vehicle-mounted host, and the train positioning information comprises the vehicle-mounted host, the vehicle-mounted PIS system, the PIS train-ground wireless communication transmission network, the ground PIS system and the auxiliary positioning server. The auxiliary positioning server receives positioning data from two different data sources and two different communication links of the vehicle-mounted controller and the vehicle-mounted host simultaneously, and is shown on the auxiliary positioning workstation through decision-making, wherein the decision-making basis is to first select the positioning information of the vehicle-mounted controller when the signal system is normal, and to select the positioning information of the vehicle-mounted host when the signal system is abnormal. The embodiment has the advantages of redundant train positioning information and redundant communication links, and has the advantages of non-single data source, low dependence on a signal system, high reliability and high applicability of the auxiliary positioning mode.
Referring to fig. 3, in this embodiment, the decision basis and flow of final output of train positioning information autonomously calculated by the vehicle-mounted host at the vehicle-mounted end are: the sensor acquisition device acquires information such as video data, ranging data and the like beside a track in real time, the information is transmitted to the vehicle-mounted host machine to autonomously calculate a train position S1, meanwhile, the vehicle-mounted host machine periodically receives train position information S2 calculated by a signal system transmitted from the auxiliary positioning server, the period of the vehicle-mounted host machine autonomously calculates the train position data S1 is T1, the period of receiving the train position data S2 is T2, and as T1 is less than or equal to T2 and 0<t is not more than T2, T is continuous time in a T2 period; in the period T2, no information is output when 0< T < T1; when T1 is less than or equal to T < T2, outputting train position information which is autonomously calculated by the vehicle-mounted host, namely a position S1.
When t=t2, if the signal system is normal and s1=s2, the train position transmitted by the vehicle-mounted host to the auxiliary positioning server is S1, and if s1 is not equal to S2, s1=s2 is calibrated, and at this time, the train position transmitted by the vehicle-mounted host to the auxiliary positioning server is S2; if the signal system is abnormal, the vehicle-mounted host machine periodically acquires the position S3 of the hundred-meter label beside the track and calibrates the position of the train to be S1=S3, and then the vehicle-mounted host machine transmits the position S3 of the train to the auxiliary positioning server. By the calibration mode, the train position calculated by the signal system is continuously used for calibrating the train position autonomously calculated by the vehicle-mounted host under the condition that the signal system is normal, so that the train positioning is more accurate and is closer to the calculated value of the signal system; when the train position information can not be acquired due to the abnormality of the signal system, the hundred-meter label plate value can be used for calibrating the train position which is calculated independently, and the train position accuracy in the fixed blocking mode is improved. The abnormal signal system mainly refers to the condition that train positioning information calculated by the signal system is not visible on an ATS workstation due to at least one system fault in a vehicle-mounted controller, a signal system wireless network, a wired network, a regional controller, a data storage unit and a train automatic monitoring system.
In this embodiment, the flow of the train positioning decision algorithm on the auxiliary positioning server of the control center end is as follows: when the signal system is normal, the auxiliary positioning server receives train position information calculated by the signal system (vehicle-mounted controller, wireless communication, wired network and FRONTAM, ZC, ATS) and is shown on the auxiliary positioning workstation again; when the train position is invisible due to the abnormality of the signal system, the auxiliary positioning server receives train position information autonomously calculated by the vehicle-mounted host computer and is displayed on the auxiliary positioning workstation again. By the decision mode, the train positioning information can be made redundant backup, and the difficulty of visualization of the train position terminal in the fixed blocking mode is solved.
For ease of understanding, the invention presents a more specific example:
Information acquisition end:
as shown in fig. 2, the vehicle-mounted end sensor acquisition device comprises a laser radar and a camera;
In this embodiment, the vehicle-mounted terminal acquisition device has the following structure:
Assume that: the laser radar and the camera are selected according to actual requirements, and are combined into a whole through the fixing device to form a sensor integrated machine, meanwhile, the space between the devices is sufficient to facilitate heat dissipation, and the total overall dimension design should be provided with enough margin;
the laser radar is used for collecting track laser point cloud data and ranging data in front of train operation;
In this embodiment, the laser radar ranging adopts the TOF ranging principle:
The laser sending time is t1, the laser receiving time is t2, and the laser flying speed is v, so that the distance between the laser radar and the target object is
The video camera is used for collecting video data of markers such as hundred-meter marks beside the track;
In this embodiment, the hectometer mark discernment is through camera collection video data discernment train front Fang Baimi mark image information, obtains the hectometer mark position according to hectometer mark image information for train position correction, and the hectometer mark discernment is as follows:
Assume that: the hundred-meter label image information in the video data collected by the camera is 123, the 3 of the units represents 300 meters, the 12 of the tens and hundreds represents 12000 meters, so the 123 of the hundred-meter label image represents 12300 of the position of the hundred-meter label plate, and the position is the only accurate position in combination with the running direction of the train.
An information processing end:
As shown in fig. 2, the vehicle-mounted host receives laser data, hectometer data and the like from the sensor acquisition device and information such as train speed, train body number, running direction and the like from the vehicle TCMS, and autonomously calculates the positioning of the train; for example, it may be calculated by combining laser radar, a hundred meter mark recognized by a camera, and a train speed acquired from a vehicle TCMS.
In this embodiment, the autonomous positioning of the train is illustrated as follows by combining laser data, a hundred meter mark parameter, a train speed, and the like:
in this embodiment, as shown in fig. 3, the sensor acquisition device acquires information such as video data and ranging data beside a track in real time, and transmits the information to the vehicle-mounted host to autonomously calculate the train position S1, and meanwhile, the vehicle-mounted host periodically receives train position information S2 calculated by the signal system transmitted from the auxiliary positioning server, the period of the vehicle-mounted host autonomously calculates the train position data S1 is T1, the period of receiving the train position data S2 is T2, and because T1< T2,0<t is less than or equal to T2, T is a continuous time within a period of T2; in the period T2, no information is output when 0< T < T1; when T1 is less than or equal to T < T2, outputting train position information which is autonomously calculated by the vehicle-mounted host, namely a position S1. When t=t2, if the signal system is normal and s1=s2, the train position transmitted by the vehicle-mounted host to the auxiliary positioning server is S1, and if s1 is not equal to S2, s1=s2 is calibrated, and at this time, the train position transmitted by the vehicle-mounted host to the auxiliary positioning server is S2; if the signal system is abnormal, the vehicle-mounted host machine periodically acquires the position S3 of the hundred-meter label beside the track and calibrates the position of the train to be S1=S3, and then the vehicle-mounted host machine transmits the position S3 of the train to the auxiliary positioning server.
In this embodiment, as shown in fig. 4, the laser radar is point O, the target is point P, and B is a target vertical projection point, the measured target is represented by a polar coordinate system under the laser radar, that is, the slant distance R, the azimuth angle α, and the elevation angle β of the target, if the height and the horizontal distance of the target need to be known, a cylindrical coordinate system is used, that is, the horizontal distance D, the azimuth angle α, and the height H, where the slant distance R of the target is obtained by the TOF ranging principle, the horizontal distance d= Rcos β, the height h= Rsin β, and the target position is (Rcos β, α, rsin β);
In this embodiment, the line start position is S1, the train speed is v, f (v t) is a corresponding function relationship of the train speed v compared with the time t, and the train running time from the line start is t, then the current position of the train is When the hundred-meter mark position Sa is identified, if S is not equal to Sa, assigning S=Sa, so that accurate positioning of the train is realized;
As shown in fig. 2, the vehicle-mounted host transmits the autonomously calculated positioning information of the train to the auxiliary positioning server of the control center through a PIS wireless communication network independent of the signal system;
as shown in fig. 5, the control center auxiliary positioning server receives positioning information from each train number, and displays each train position on the line station diagram after decision making;
The control center assists the positioning workstation to receive and display the station diagram and the train position information from the ATS server, and has a circuit diagram scaling function and a train tracking function;
The control center assists the positioning workstation to have the functions of storing and popup windows, when a signal system fails, popup window failure sections, emergency measures, the number of trains in the failure sections and the like are adopted, and corresponding information is stored in a background database, so that retrieval and viewing are facilitated.
Finally, it should be noted that: the above embodiments are only for illustrating the technical aspects of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the above embodiments, it should be understood by those of ordinary skill in the art that: modifications and equivalents may be made to the specific embodiments of the invention without departing from the spirit and scope of the invention, which is intended to be covered by the claims.
Claims (8)
1. The train auxiliary positioning method under the fault scene of the signal system is characterized by comprising the following steps of:
The auxiliary positioning server receives positioning data from two communication links of the signal system and the vehicle-mounted host computer at the same time, and finally displays the positioning data on an auxiliary positioning workstation through decision making; the decision basis is that when the signal system is normal, the positioning information of the train from the signal system is preferred, and when the signal system is abnormal and the transmitted positioning information cannot be displayed on the terminal, the positioning information of the train from the vehicle-mounted host computer is selected;
the vehicle-mounted host outputs final positioning information to an auxiliary positioning server according to the position S1 and the position S2, and the vehicle-mounted host comprises:
The vehicle-mounted host periodically receives train position information S2 calculated by a signal system transmitted from the auxiliary positioning server, the vehicle-mounted host autonomously calculates the period of train position data S1 to be T1, and the period of receiving the train position data S2 to be T2; t1< T2,0<t is less than or equal to T2, and T is continuous time in a period of T2;
In the period T2, no information is output when 0< T < T1; when T1 is less than or equal to T < T2, outputting train position information which is autonomously calculated by the vehicle-mounted host, namely a position S1.
2. The method of claim 1, wherein the communication link for the auxiliary positioning server to receive positioning data from the signal system is comprised of, in order, a vehicle-mounted CC subsystem, a vehicle-mounted signal DCS subsystem, a signal system vehicle-ground wireless transmission network, a ground signal DCS subsystem, a zone controller, a front tam, an ATS server, an auxiliary positioning server; the communication link for the auxiliary positioning server to receive the positioning data from the vehicle-mounted host machine is sequentially composed of the vehicle-mounted host machine, a vehicle-mounted PIS system, a PIS vehicle-ground wireless communication transmission network, a ground PIS system and the auxiliary positioning server.
3. The method of claim 1, wherein the process of obtaining the positioning information of the current train by the on-board host includes:
The vehicle-mounted host outputs final positioning information to the auxiliary positioning server according to the position S1 and the position S2; the position S2 is transmitted to the vehicle-mounted host to realize periodic calibration, so that the position S1 autonomously calculated by the vehicle-mounted host is closer to the position S2 calculated by the signal system.
4. A method according to claim 3, wherein the on-board host calculates the current train position S1, comprising:
The vehicle-mounted host receives the acquisition data from the sensor acquisition device and the related information from the TCMS of the vehicle, and autonomously calculates the positioning of the train; wherein, the acquisition data includes: laser data and hundred-meter mark data; the related information includes: train speed, car body number, direction of travel.
5. The method of claim 4, wherein the sensor acquisition device comprises a lidar and a camera; the laser radar acquires track laser point cloud data and ranging data in front of train operation; the video camera collects video data of the marker beside the track; wherein the marker comprises a hundred meter mark.
6. The method of claim 1, wherein the on-board host outputs final positioning information to the auxiliary positioning server according to the position S1 and the position S2, further comprising:
if t=t2, that is, when the period T2 is reached, if the signal system is normal and s1=s2, the on-board host transmits the position S1 of the current train to the auxiliary positioning server, and if s1++s2, s1=s2 is calibrated, and at this time, the on-board host transmits the position S2 of the current train to the auxiliary positioning server.
7. The method of claim 3, wherein the on-board host outputs final positioning information to the auxiliary positioning server according to the position S1 and the position S2, further comprising:
If t=t2 and s1++s2, and the signal system is abnormal, the vehicle-mounted host acquires the position S3 of the railside hundred-meter label, and the position of the calibration train is s1=s3, the vehicle-mounted host transmits the position S3 of the train to the auxiliary positioning server;
The abnormal signal system mainly refers to the condition that train positioning information calculated by the signal system is not visible on an ATS workstation due to at least one system fault in a vehicle-mounted controller, a signal system wireless network, a wired network, a regional controller, a data storage unit and a train automatic monitoring system.
8. The method of any of claims 1-7, wherein the signaling system comprises an on-board controller, a signaling system wireless network, a wired network, a regional controller, a data storage unit, a train automatic monitoring system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311001934.2A CN117022387B (en) | 2023-08-10 | 2023-08-10 | Train auxiliary positioning method under fault scene of signal system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311001934.2A CN117022387B (en) | 2023-08-10 | 2023-08-10 | Train auxiliary positioning method under fault scene of signal system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN117022387A CN117022387A (en) | 2023-11-10 |
| CN117022387B true CN117022387B (en) | 2024-05-17 |
Family
ID=88631220
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311001934.2A Active CN117022387B (en) | 2023-08-10 | 2023-08-10 | Train auxiliary positioning method under fault scene of signal system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117022387B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101095982B1 (en) * | 2010-12-22 | 2011-12-19 | 대전광역시 도시철도공사 | Train operating data storage system and method of the same |
| CN104386099A (en) * | 2014-11-25 | 2015-03-04 | 马子彦 | Train auxiliary monitoring system for rail transit signal system in failure state |
| CN105501255A (en) * | 2015-12-23 | 2016-04-20 | 中国铁道科学研究院通信信号研究所 | Train stop sign rushing protection system based on fixed-point dual channel redundancy train-ground communication |
| CN112572544A (en) * | 2020-12-30 | 2021-03-30 | 卡斯柯信号有限公司 | Train auxiliary positioning system and method based on vehicle-mounted controller |
| CN212921529U (en) * | 2020-05-31 | 2021-04-09 | 安徽慧通轨道交通研究院有限公司 | Train positioning auxiliary system for rail transit signal system fault |
| KR102498585B1 (en) * | 2022-06-27 | 2023-02-14 | 주식회사 제이경성 | Train signal system for preventing accident of railway vehicle |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113022652A (en) * | 2021-03-23 | 2021-06-25 | 卡斯柯信号有限公司 | Whole-network train autonomous positioning system |
-
2023
- 2023-08-10 CN CN202311001934.2A patent/CN117022387B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101095982B1 (en) * | 2010-12-22 | 2011-12-19 | 대전광역시 도시철도공사 | Train operating data storage system and method of the same |
| CN104386099A (en) * | 2014-11-25 | 2015-03-04 | 马子彦 | Train auxiliary monitoring system for rail transit signal system in failure state |
| CN105501255A (en) * | 2015-12-23 | 2016-04-20 | 中国铁道科学研究院通信信号研究所 | Train stop sign rushing protection system based on fixed-point dual channel redundancy train-ground communication |
| CN212921529U (en) * | 2020-05-31 | 2021-04-09 | 安徽慧通轨道交通研究院有限公司 | Train positioning auxiliary system for rail transit signal system fault |
| CN112572544A (en) * | 2020-12-30 | 2021-03-30 | 卡斯柯信号有限公司 | Train auxiliary positioning system and method based on vehicle-mounted controller |
| KR102498585B1 (en) * | 2022-06-27 | 2023-02-14 | 주식회사 제이경성 | Train signal system for preventing accident of railway vehicle |
Non-Patent Citations (1)
| Title |
|---|
| 西安地铁列车辅助定位***研究;赵跟党;铁道通信信号;第58卷(第1期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN117022387A (en) | 2023-11-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US20230192164A1 (en) | Rail Vehicle Signal Enforcement and Separation Control | |
| US10259478B1 (en) | Vehicle-vehicle communication based urban train control system | |
| EP3473522B1 (en) | Vehicle on-board controller centered train operation control system | |
| EP4063235A2 (en) | Trackside device, track starlink system and train operation control system | |
| US20180370552A1 (en) | Real time machine vision system for vehicle control and protection | |
| EP3569471B1 (en) | Positive train control system and apparatus therefor | |
| CN108860224A (en) | Based on pinpoint train automatic controlling system | |
| EP3275764B1 (en) | Train guide system | |
| CN104192174A (en) | Train early-warning system and train early-warning method | |
| CN108609033A (en) | Train based on satellite difference positioning monitors system | |
| CN109849978A (en) | A kind of locomotive driving detection method, system and computer readable storage medium | |
| CN112009522B (en) | Train control system and method for mountain track | |
| CN108407850A (en) | train satellite positioning differential data processing method | |
| CN108639108B (en) | Locomotive operation safety protection system | |
| CN108622141A (en) | Yard satellite positioning difference information acquisition system | |
| CN106864485A (en) | The identifying device and its system of railway switch state | |
| CN113247044B (en) | Train red light running protection system and method based on ground transponder | |
| CN117022387B (en) | Train auxiliary positioning method under fault scene of signal system | |
| CN110789575A (en) | Train operation control system suitable for plateau sparse railway | |
| CN112572544A (en) | Train auxiliary positioning system and method based on vehicle-mounted controller | |
| TWM618685U (en) | Smart train protection system in wireless transmission | |
| KR20020060892A (en) | Communication based automatic train control system and method | |
| CN110466565A (en) | Satellite Precise Position System for train | |
| US20240149929A1 (en) | Train control systems with hazard management and associated methods | |
| CN115984200A (en) | Track shunt fault detection method and system based on video analysis |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |