阅读说明：本技术 一种轨道交通列车运行位置反演方法 (Track traffic train operation position inversion method ) 是由 唐泽洋 阮羚 沈煜 李刚 石一辉 刘海琼 姚勇 王坚 陈爽 蔡超 田智 高凌霄 于 2021-08-21 设计创作，主要内容包括：本发明提供一种轨道交通列车运行位置反演方法,包括以下步骤：A、获取轨道交通及变电站相关信息,包括轨道交通线路名称、地铁站名称、变电站名称；B、根据步骤A获取的轨道交通相关信息,结合变电站的位置,确定轨道交通列车位置的反演位置和时间范围；C、根据步骤B获取的轨道交通列车位置的反演范围,获取反演范围内的轨道交通列车的进出站时刻；D、根据步骤C获取的轨道交通列车的进出站时刻,对轨道交通的位置进行反演。本发明所提的可用于变压器直流偏磁电流分析的轨道交通列车运行位置反演方法,可实现轨道交通列车位置的反演,为变电站直流偏磁电流的分析提供数据支撑。(The invention provides a track traffic train operation position retrieval method, which comprises the following steps: A. acquiring relevant information of rail transit and a transformer substation, wherein the relevant information comprises a rail transit line name, a subway station name and a transformer substation name; B. determining an inversion position and a time range of the rail transit train position according to the rail transit related information obtained in the step A and by combining the position of the transformer substation; C. b, acquiring the time of getting in and out of the rail transit train in the inversion range according to the inversion range of the rail transit train position acquired in the step B; D. and C, inverting the position of the rail transit according to the station entering and exiting time of the rail transit train obtained in the step C. The track traffic train operation position inversion method for transformer direct current magnetic bias current analysis can realize the inversion of the track traffic train position and provide data support for transformer substation direct current magnetic bias current analysis.)

1. A rail transit train operation position inversion method is characterized by comprising the following steps:

A. acquiring relevant information of rail transit and a transformer substation, wherein the relevant information comprises a rail transit line name, a subway station name and a transformer substation name;

B. determining an inversion range of the rail transit train position according to the rail transit related information obtained in the step A and by combining the position of a transformer substation, wherein the inversion range comprises an inversion position range and an inversion time range;

C. b, acquiring the time of getting in and out of the rail transit train in the inversion range according to the inversion range of the rail transit train position acquired in the step B;

D. and C, inverting the position of the rail transit according to the station entering and exiting time of the rail transit train obtained in the step C.

2. The rail transit train operation position inversion method of claim 1, characterized in that: and step B, determining the inversion position and the time range of the rail transit train position according to the rail transit related information acquired in the step A and by combining the position of the transformer substation, wherein the method specifically comprises the following steps:

suppose the substation is integrated as S₁,S₂,…,S_nThe subway station set of the G line of the rail transit is { D }₁,D₂,…,D_mFor the ith substation S_iOver the InternetDistance measuring function calculation substation S on sub-map_iDistance from all subway stations, denoted as { SD₁,SD₂,…,SD_mIf substation S_iThe shortest distance to the p-th and q-th substations, where q is p +1, then to substation S_iThe corresponding inversion position ranges are the ranges of p-1, p, q and q +1 subway station zones; the inversion time range is determined according to the monitoring time of the DC magnetic bias current of the transformer substation and is recorded as T₁,T₂]。

3. The rail transit train operation position inversion method as claimed in claim 2, characterized in that: in the step C, according to the inversion range of the rail transit train position obtained in the step B, the time of getting in and out of the rail transit train in the inversion range is obtained, and the method specifically comprises the following steps:

recording time ranges [ T ] at p-1, p, q and q +1 subway stations respectively₁,T₂]The rail transit train of interior arrives at a station and the moment of leaving a station, wherein the moment of arriving at a station is the moment that the train stops steadily, and the moment of leaving a station is the moment that the train starts the action, records respectively up, down line train operation moment:

TABLE 1

TABLE 2

4. The rail transit train operation position inversion method of claim 3, characterized in that: and D, inverting the position of the rail transit according to the station entering and exiting time of the rail transit train obtained in the step C, specifically:

for any time T, T₁≤t≤T₂The positions of the uplink train cars in the inversion range are as follows:

taking the time when the kth train enters or leaves the station as an example:

1) if t is st_k,1Then the train stops at the subway station D_p-1；

2) If st_k,1＜t＜st_k,2Then the train is located at the subway station D_p-1And D_pTo (c) to (d);

3) if st_k,2≤t≤st_k,3Then the train stops at the subway station D_p；

4) If st_k,3＜t＜st_k,4Then the train is located at the subway station D_pAnd D_qTo (c) to (d);

5) if st_k,4≤t≤st_k,5Then the train stops at the subway station D_q；

6) If st_k,5＜t＜st_k,6Then the train is located at the subway station D_qAnd D_q+1To (c) to (d);

7) if t is st_k,6Then the train stops at the subway station D_q+1。

The downlink train positions within this inversion range are as follows:

taking the time when the kth train enters or leaves the station as an example:

1) if t is st_k,1Then the train stops at the subway station D_q+1；

2) If st_k,1＜t＜st_k,2Then the train is located at the subway station D_q+1And D_qTo (c) to (d);

3) if st_k,2≤t≤st_k,3Then the train stops at the subway station D_q；

4) If st_k,3＜t＜st_k,4Then the train is located at the subway station D_qAnd D_pTo (c) to (d);

5) if st_k,4≤t≤st_k,5Then the train stops at the subway station D_p；

6) If st_k,5＜t＜st_k,6Then the train is located at the subway station D_pAnd D_p-1To (c) to (d);

7) if t is st_k,6Then the train stops at the subway station D_p-1。

Technical Field

The invention relates to the technical field of rail transit and transformer direct-current magnetic biasing, in particular to a rail transit train operation position retrieval method.

Background

The rail transit traction power supply is direct current, the traction direct current is large and can reach thousands of amperes, and as the rail transit rail is not completely insulated from the ground, a part of the traction direct current does not return to the negative pole of the power supply along a return rail, and the part of the traction direct current is called stray current. When the neutral point of the power grid transformer is directly grounded, stray current may flow into the neutral point of the power grid transformer, so that direct current magnetic bias occurs in the transformer, and normal operation of the transformer is affected.

In order to analyze and evaluate the influence of the track traffic stray current on the direct-current magnetic biasing of the power grid transformer, the correlation between the running position of the track traffic train and the direct-current magnetic biasing current of the transformer needs to be analyzed. The dc bias current of the transformer is typically monitored by mounting a sensor at the neutral point of the transformer.

The operation position of the rail transit train is generally obtained by the following method, the Chinese patent 'rail transit train positioning method' with application number 201410668045.6 provides a rail transit train positioning method, by setting a beacon database and a turnout database, taking an initial beacon as a reference, searching all adjacent beacons in the positive and negative directions through the beacon database or the turnout database, recording the adjacent beacons as expected beacons, continuously running the train along a station track, and comparing the second beacon with all the expected beacons when the second beacon is read; if the second beacon matches one of the desired beacons, the location is successful; the invention relates to a method for calculating positioning errors of a rail transit train and a position calculating method thereof, which are disclosed in the Chinese patent with the application number of 201610043935.7, wherein the method comprises the steps of calculating the distance S from the first time that a rail transit train receives a positioning beacon signal to the first time that the rail transit train receives a positioning beacon signal and then walks along the rail transit train; and inquiring the installation position of the positioning beacon in a rail transit train control system database, and calculating the position of the rail transit train.

The rail transit train positioning method in the prior art depends on the positioning beacon, the positioning beacon is generally an asset of a rail transit operator, and the power department as an external unit generally has difficulty in using relevant data of the positioning beacon. Therefore, it is necessary to research a method for locating the operation position of the rail transit train without a locating beacon device.

Disclosure of Invention

Aiming at the defects in the prior art, the invention provides the track traffic train operation position inversion method, which can realize the inversion of the track traffic train operation position under the condition of no positioning beacon data and provide data support for the analysis of the direct current magnetic biasing current of the transformer substation.

The technical scheme adopted by the invention is as follows:

a rail transit train operation position inversion method comprises the following steps:

A. acquiring relevant information of rail transit and a transformer substation, wherein the relevant information comprises a rail transit line name, a subway station name and a transformer substation name;

B. determining an inversion range of the rail transit train position according to the rail transit related information obtained in the step A and by combining the position of a transformer substation, wherein the inversion range comprises an inversion position range and an inversion time range;

C. b, acquiring the time of getting in and out of the rail transit train in the inversion range according to the inversion range of the rail transit train position acquired in the step B;

D. and C, inverting the position of the rail transit according to the station entering and exiting time of the rail transit train obtained in the step C.

Further, the step B determines the inversion position and the time range of the rail transit train position according to the rail transit related information obtained in the step a and by combining the position of the transformer substation, and specifically includes:

suppose the substation is integrated as S₁，S₂，…，S_nThe subway station set of the G line of the rail transit is { D }₁，D₂，…，D_mFor the ith substation S_iCalculating the substation S through the distance measuring function on the Internet electronic map_iDistance from all subway stations, denoted as { SD₁，SD₂，…，SD_mIf substation S_iThe shortest distance to the p-th and q-th substations, where q is p +1, then to substation S_iThe corresponding inversion position ranges are the ranges of p-1, p, q and q +1 subway station zones; the inversion time range is determined according to the monitoring time of the DC magnetic bias current of the transformer substation and is recorded as T₁，T₂]。

Further, in the step C, according to the inversion range of the rail transit train position obtained in the step B, the time of getting in and out of the rail transit train in the inversion range is obtained, specifically:

recording time ranges [ T ] at p-1, p, q and q +1 subway stations respectively₁，T₂]The rail transit train of interior arrives at a station and the moment of leaving a station, wherein the moment of arriving at a station is the moment that the train stops steadily, and the moment of leaving a station is the moment that the train starts the action, records respectively up, down line train operation moment:

TABLE 1

TABLE 2

Further, in the step D, according to the time of getting in and out of the train station of the rail transit train obtained in the step C, the position of the rail transit is inverted, specifically:

for any time T, T₁≤t≤T₂The positions of the uplink train cars in the inversion range are as follows:

taking the time when the kth train enters or leaves the station as an example:

1) if t is st_k，1Then the train stops at the subway station D_p-1；

2) If st_k，1＜t＜st_k，2Then the train is located at the subway station D_p-1And D_pTo (c) to (d);

3) if st_k，2≤t≤st_k，3Then the train stops at the subway station D_p；

4) If st_k，3＜t＜st_k，4Then the train is located at the subway station D_pAnd D_qTo (c) to (d);

5) if st_k，4≤t≤st_k，5Then the train stops at the subway station D_q；

6) If st_k，5＜t＜st_k，6Then the train is located at the subway station D_qAnd D_q+1To (c) to (d);

7) if t is st_k，6Then the train stops at the subway station D_q+1。

The downlink train positions within this inversion range are as follows:

taking the time when the kth train enters or leaves the station as an example:

1) if t is st_k，1Then the train stops at the subway station D_q+1；

2) If st_k，1＜t＜st_k，2Then the train is located at the subway station D_q+1And D_qTo (c) to (d);

3) if st_k，2≤t≤st_k，3Then the train stops at the subway station D_q；

4) If st_k，3＜t＜st_k，4Then the train is located at the subway station D_qAnd D_pTo (c) to (d);

5) if st_k，4≤t≤st_k，5Then the train stops at the subway station D_p；

6) If st_k，5＜t＜st_k，6Then the train is located at the subway station D_pAnd D_p-1To (c) to (d);

7) if t is st_k，6Then the train stops at the subway station D_p-1。

The invention has the following beneficial effects: the method can realize the inversion of the running position of the rail transit train under the condition of no positioning beacon data, can realize the inversion of the position of the rail transit train, and provides data support for the analysis of the direct-current magnetic biasing current of the transformer substation.

Drawings

Fig. 1 is a schematic flow chart of an embodiment of a track transportation train operation position inversion method according to the invention;

fig. 2 is an inversion of train position at 12:08:46 seconds in an embodiment of the invention.

Detailed Description

The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings.

Referring to fig. 1, a schematic flow chart of an embodiment of a method for inverting a running position of a rail transit train according to the present invention is shown, and the method includes the following steps:

A. acquiring relevant information of rail transit and a transformer substation, wherein the relevant information comprises a rail transit line name, a subway station name and a transformer substation name;

B. determining an inversion range of the rail transit train position according to the rail transit related information obtained in the step A and by combining the position of the transformer substation, wherein the inversion range comprises an inversion position range and an inversion time range, and the method specifically comprises the following steps:

suppose the substation is integrated as S₁，S₂，…，S_nThe subway station set of the G line of the rail transit is { D }₁，D₂，…，D_mFor the ith substation S_iCalculating the substation S through the distance measuring function on the Baidu map_iDistance from all subway stations, denoted as { SD₁，SD₂，…，SD_mIf substation S_iThe shortest distance to the p-th and q-th substations (where q is p +1), then to substation S_iThe corresponding inversion position ranges are the ranges of p-1, p, q and q +1 subway station zones; the inversion time range is determined according to the monitoring time of the DC magnetic bias current of the transformer substation and is recorded as T₁，T₂]。

C. And C, acquiring the station entering and exiting time of the rail transit train in the inversion range according to the inversion range of the rail transit train position acquired in the step B, and specifically:

personnel are respectively arranged to go to the p-1 st subway station, the p-q subway station and the q +1 st subway station to record a time range T₁，T₂]The train entering and exiting moments of the rail transit train are respectively recorded in the tables 1 and 2, wherein the train entering moment is the moment when the train stops stably, and the train exiting moment is the moment when the train starts to start acting.

TABLE 1

TABLE 2

D. And C, inverting the position of the rail transit according to the station entering and exiting time of the rail transit train obtained in the step C, specifically:

for any time T, T₁≤t≤T₂The positions of the uplink train cars in the inversion range are as follows:

taking the time when the kth train enters or leaves the station as an example:

1) if t is st_k，1Then the train stops at the subway station D_p-1；

2) If st_k，1＜t＜st_k，2Then the train is located at the subway station D_p-1And D_pTo (c) to (d);

3) if st_k，2≤t≤st_k，3Then the train stops at the subway station D_p；

4) If st_k，3＜t＜st_k，4Then the train is located at the subway station D_pAnd D_qTo (c) to (d);

5) if st_k，4≤t≤st_k，5Then the train stops at the subway station D_q；

6) If st_k，5＜t＜st_k，6Then the train is located at the subway station D_qAnd D_q+1To (c) to (d);

7) if t is st_k，6Then the train stops at the subway station D_q+1。

The downlink train positions within this inversion range are as follows:

taking the time when the kth train enters or leaves the station as an example:

1) if t is st_k，1Then the train stops at the subway station D_q+1；

2) If st_k，1＜t＜st_k，2Then the train is located at the subway station D_q+1And D_qTo (c) to (d);

3) if st_k，2≤t≤st_k，3Then the train stops at the subway station D_q；

4) If st_k，3＜t＜st_k，4Then the train is located at the subway station D_qAnd D_pTo (c) to (d);

5) if st_k，4≤t≤st_k，5Then the train stops at the subway station D_p；

6) If st_k，5＜t＜st_k，6Then train positionIn subway station D_pAnd D_p-1To (c) to (d);

7) if t is st_k，6Then the train stops at the subway station D_p-1。

The technical scheme and effect of the invention are explained in detail by a specific embodiment as follows:

step A, acquiring relevant data of rail transit and a transformer substation, taking the Wuhan subway No. 4 line as an example, the subway station of the No. 4 line comprises the following steps: the method comprises the steps that stations such as Wuhan stations, Yangchun lake stations, industrial four-way stations, benevolence and road stations, garden road stations and the like are used for analyzing the direct-current magnetic bias current condition of the JW transformer substation, and inversion needs to be carried out on the running position of a rail transit train around the JW transformer substation.

Step B, measuring the distance between the JW substation and each subway station of No. 4 line on a Baidu map, wherein the distance between the four industrial roads and the four industrial roads is the closest, and determining the inversion position according to the method (if the substation S is a transformer substation)_iThe shortest distance to the p-th and q-th substations (where q is p +1), then to substation S_iThe corresponding inversion position ranges are the p-1 th, p, q and q +1 th subway station interval ranges), so the inversion position ranges are the interval ranges of the Yangchun lake station, the industrial four-way, the benevolence-road and the garden road subway stations. The monitoring time range of the direct-current bias current of the transformer JW is 11: 33-12: 20, and therefore the time range is used as an inversion time range.

In the step C, arranging personnel to go to the 4 subway stations to record the train entering and exiting time, as shown in tables 3 and 4:

TABLE 3 train entering and leaving time of down line

TABLE 4 time of train entering and leaving station on ascending line

And D, inverting the position of the rail transit according to the acquired station entering and exiting time of the rail transit train. Fig. 2 shows a 12:08:46 second train position inversion diagram, wherein the train with an arrow above represents that the train is running, the train without an arrow above represents that the train stops at a certain subway station, and the train is actually located at the position at the moment after field verification, which shows the effectiveness of the method provided by the invention.

The above description is only an embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention.