CN115339488B - Train positioning terminal based on LDV, UWB, MEMS combination - Google Patents

Train positioning terminal based on LDV, UWB, MEMS combination Download PDF

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Publication number
CN115339488B
CN115339488B CN202210996848.9A CN202210996848A CN115339488B CN 115339488 B CN115339488 B CN 115339488B CN 202210996848 A CN202210996848 A CN 202210996848A CN 115339488 B CN115339488 B CN 115339488B
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train
module
distance
ldv
information
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CN115339488A (en
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张成众
张亚洁
陈思雨
钟宇轩
徐俊熙
周健
魏国
聂晓明
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National University of Defense Technology
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National University of Defense Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02D—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN INFORMATION AND COMMUNICATION TECHNOLOGIES [ICT], I.E. INFORMATION AND COMMUNICATION TECHNOLOGIES AIMING AT THE REDUCTION OF THEIR OWN ENERGY USE
    • Y02D30/00—Reducing energy consumption in communication networks
    • Y02D30/70—Reducing energy consumption in communication networks in wireless communication networks

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a LDV, UWB, MEMS combination-based train positioning terminal, which comprises a controller, an LDV speed measuring system, a UWB communication system and an MEMS system; the LDV speed measuring system, the UWB communication system and the MEMS system are respectively connected with the controller. The invention is applied to the field of rail transit, can still provide effective positioning of the rail vehicle under the environment that the conventional guide cannot accurately position such as stations, mountainous areas, tunnels and the like, reduces the layout of differential base stations, effectively reduces the positioning cost, simultaneously only needs to receive external information when stopping to enter the station, has higher reliability, realizes unmanned control of the accurate parking of the existing rail vehicle to enter the station, effectively improves the running positioning precision of the rail vehicle, and reduces the positioning cost.

Description

Train positioning terminal based on LDV, UWB, MEMS combination
Technical Field
The invention relates to the technical field of rail transit, in particular to a LDV, UWB, MEMS combination-based train positioning terminal.
Background
At present, the positioning of the railway vehicle mainly depends on the traditional inertial positioning and satellite positioning modes, the high-precision cost of the former is higher, but the configuration of the high-precision nine-axis inertial navigation is too redundant for the railway vehicle. The latter is easily disturbed by environmental factors, is difficult to accurately position under the conditions that satellite signals such as mountain areas, tunnels, stations and the like are weak or are shielded, and often needs to be used with various sensors, thereby improving equipment maintenance cost.
At present, the stop of a railway vehicle in a stop is mainly controlled by a driver, or the train is ensured to run in an optimal state by utilizing corresponding traction and braking instruction information in a real-time running state of the train through an ATO system, and finally, the train can be stopped stably and accurately at a stop point given by the stop. However, the problem of insufficient accuracy of acquiring the position and speed information of the railway vehicle exists in the actual stop process, so that the positioning accuracy is low, the stop deviation sometimes occurs, and sometimes even exceeds 2 meters, thereby causing potential safety hazard for railway operation.
Disclosure of Invention
Aiming at the defects and shortcomings in the prior art, the invention provides a LDV, UWB, MEMS combination-based train positioning terminal, which improves the running positioning precision of a railway vehicle and reduces the positioning cost.
In order to achieve the aim, the invention provides a LDV, UWB, MEMS combination-based train positioning terminal which comprises a controller, an LDV speed measuring system, a UWB communication system and an MEMS system;
the LDV speed measuring system, the UWB communication system and the MEMS system are respectively connected with the controller.
In one embodiment, the controller includes:
the TOF module is connected with the UWB communication system and is used for measuring UWB information sent by each UWB base station to the UWB communication system to obtain distance information between the current moment of the train and each UWB base station;
the distance correction module is connected with the TOF module and the MEMS system and is used for correcting each distance information according to the regional compensation information of the station and taking the corrected distance information as the real-time position information of the MEMS system;
the attitude determination module is connected with the distance correction module and the MEMS system and is used for comparing the real-time position information with a track construction scheme to obtain real-time direction angle information of the train;
the filtering module is connected with the distance correction module and is used for comparing all the distance information in the real-time position information with a threshold value respectively, screening out high-error information, carrying out low-weight assignment on the high-error information, and carrying out a weighted least square method on all the distance information in the real-time position information to obtain high-precision real-time position information of the train;
and the in-station positioning module is connected with the gesture determining module and the filtering module and is used for outputting high-precision gesture information when the train runs in the coverage area of the UWB base station.
In one embodiment, the controller further comprises:
the initial value acquisition module is connected with the in-station positioning module and the LDV speed measuring system and is used for acquiring high-precision pose information of the train at the moment that the train exits the coverage area of the UWB base station and extracting the position information in the high-precision pose information as initial position information of the LDV speed measuring system;
the abrupt change judging module is connected with the MEMS system and is used for acquiring real-time attitude information of the train when the train runs outside the coverage area of the UWB base station and triggering correction operation when the attitude change of the train exceeds an abrupt change threshold value;
the interval positioning module is connected with the initial value acquisition module and the LDV speed measurement system and is used for acquiring the position information of the train running along the track in the track running based on the LDV speed measurement system in real time on the basis of the initial position information;
and the position updating module is connected with the interval positioning module and the abrupt change judging module and is used for fitting the position information of the interval positioning module with the track construction planning chart when the correction operation is triggered, determining the position of the abrupt change of the gesture and correcting and updating the position information of the interval positioning module.
In one embodiment, the controller further comprises:
the first starting judgment module is connected with the interval positioning module and is used for triggering test braking operation when the distance between the train and the station is 25-30 km;
the test braking module is connected with the train, the first starting judging module and the LDV speed measuring system and is used for controlling the train to carry out maximum power braking for 1 second, measuring a speed change curve of the train through the LDV speed measuring system, carrying out linear fitting on the speed change curve so as to obtain maximum braking acceleration of the train, and further obtaining a simulated braking distance;
the second starting judgment module is connected with the train, the test braking module, the interval positioning module and the station positioning module and is used for controlling the train to start braking when the distance between the train and the station is measured to be equal to the simulated braking distance and the redundant sliding braking distance;
the measuring distance acquisition module is connected with the interval positioning module and the station positioning module and is used for acquiring the measuring distance between the train and the station;
the braking distance acquisition module is connected with the LDV speed measuring system and is used for measuring the acceleration of the train in real time according to the sampling frequency of the LDV speed measuring system in the braking process and obtaining the real-time braking distance according to the acceleration;
and the braking control module is connected with the train, the measuring distance acquisition module and the braking distance acquisition module and is used for comparing the real-time braking distance with the measuring distance at the same moment, and controlling the train to release braking when the real-time braking distance is larger than the measuring distance at the same moment until the real-time braking distance is larger than or equal to the measuring distance at the same moment, and controlling the train to start braking again.
In one embodiment, the LDV velocimetry system is a one-dimensional velocimeter.
In one embodiment, the controller is a 51-chip microcomputer.
Compared with the prior art, the invention has the following advantages:
the invention can still provide effective positioning of the railway vehicle under the environment that the conventional sanitation guides such as stations, mountain areas, tunnels and the like cannot be positioned accurately;
the invention only needs to receive external information when stopping to enter the station, and has higher reliability;
the invention reduces the layout of the differential base stations and effectively reduces the positioning cost;
the invention solves the unmanned control of accurate stop of the existing railway vehicle entering the station, and improves the accuracy of stop entering the station.
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 only some embodiments of the present invention, and other drawings may be obtained according to the structures shown in these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a positioning terminal for a train in an embodiment of the present invention;
FIG. 2 is a schematic diagram of a working process of a train positioning terminal according to an embodiment of the present invention;
FIG. 3 is a flow chart of the positioning terminal for in-station positioning in the embodiment of the invention;
FIG. 4 is a flowchart of a train positioning terminal performing section positioning according to an embodiment of the present invention;
fig. 5 is a flow chart of the in-station parking of the train positioning terminal according to the embodiment of the invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the 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.
It should be noted that all directional indicators (such as up, down, left, right, front, and rear … …) in the embodiments of the present invention are merely used to explain the relative positional relationship, movement, etc. between the components in a particular posture (as shown in the drawings), and if the particular posture is changed, the directional indicator is changed accordingly.
Furthermore, descriptions such as those referred to as "first," "second," and the like, are provided for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implying an order of magnitude of the indicated technical features in the present disclosure. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless specifically stated and limited otherwise, the terms "connected," "affixed," and the like are to be construed broadly, and for example, "affixed" may be a fixed connection, a removable connection, or an integral body; the device can be mechanically connected, electrically connected, physically connected or wirelessly connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In addition, the technical solutions of the embodiments of the present invention may be combined with each other, but it is necessary to be based on the fact that those skilled in the art can implement the technical solutions, and when the technical solutions are contradictory or cannot be implemented, the combination of the technical solutions should be considered as not existing, and not falling within the scope of protection claimed by the present invention.
As shown in fig. 1, the train positioning terminal based on LDV, UWB, MEMS combination disclosed in this embodiment needs to be used together with UWB base stations in a station, where the same station has a plurality of UWB base stations distributed in an array, and defines that the effective coverage area of the UWB base stations in a complex environment of the station is 0.75 times that of the UWB base stations in an open condition, so that the area to be positioned is effectively covered, and the position information of each UWB base station and the position information of a stop target in the station are calibrated.
The train positioning terminal in the embodiment mainly comprises a controller, an LDV speed measuring system, a UWB communication system and an MEMS system. The UWB communication system is in communication connection with each UWB base station in the station, and the LDV speed measuring system, the UWB communication system and the MEMS system are respectively connected with the controller. The LDV speed measuring system is a one-dimensional speed measuring instrument, the MEMS system is six-axis MEMS-IMU inertial navigation, and the controller is a 51 single chip microcomputer.
The train positioning terminals in this embodiment are divided into two working modes, namely an operation mode and a brake entering mode. The interval running mode only comprises interval positioning, and the brake entering mode comprises in-station positioning and brake stopping. The inter-zone positioning refers to positioning when a train runs between stations and is not in the coverage area of the UWB base station, and the in-station positioning refers to positioning when the train runs between stations and is in the coverage area of the UWB base station. Referring to fig. 2, the working procedure of the train positioning terminal in this embodiment is as follows:
when the train runs in a station interval and is not in the coverage area of the UWB base station, interval positioning is performed by adopting a matching mode based on LDV, MEMS and orbit nodes, and the problem of accurate positioning of the railway vehicle under the satellite positioning refusing condition is solved;
when a train runs between stations and is in the coverage range of the UWB base station, the UWB and MEMS combined mode is adopted to perform in-station positioning, and the problem that satellite positioning accuracy is insufficient to support accurate parking of a railway vehicle after the railway vehicle enters the station is solved;
based on the positioning in the station, braking and stopping are performed based on an LDV speed control mode, and then accurate station entering of the railway vehicle is completed.
Referring to fig. 1, the controller includes:
the TOF module is connected with the UWB communication system and is used for measuring UWB information sent by each UWB base station to the UWB communication system to obtain the distance information between the current time of the train and each UWB base station;
the distance correction module is connected with the TOF module and the MEMS system and is used for correcting each distance information according to the regional compensation information of the station and taking the corrected distance information as the real-time position information of the MEMS system;
the attitude determination module is connected with the distance correction module and the MEMS system and is used for comparing the real-time position information with a track construction scheme to obtain real-time direction angle information of the train;
the filtering module is connected with the distance correction module and is used for comparing all the distance information in the real-time position information with a threshold value respectively, screening out high-error information, carrying out low-weight assignment on the high-error information, and carrying out a weighted least square method on all the distance information in the real-time position information to obtain high-precision real-time position information of the train;
the in-station positioning module is connected with the gesture determining module and the filtering module and is used for outputting high-precision gesture information when the train runs in the coverage range of the UWB base station.
In a specific implementation process, the TOF module, the distance correction module, the gesture determination module, the filtering module and the in-station positioning module jointly control to realize the in-station positioning, and referring to fig. 3, the implementation process is as follows:
1. measuring UWB information sent by each UWB base station to a UWB communication system through a TOF module (Time of flight) and obtaining distance information between the train and each UWB base station at each Time according to sampling frequency of the UWB information;
2. correcting each distance information according to the regional compensation information of the station through a distance correction module, namely, differentiating the distance information measured by a TOF module with the calibrated regional compensation information to obtain corrected distance information, and further obtaining real-time position information formed by a plurality of corrected distance information;
3. comparing the real-time position information with a track construction scheme through a gesture determining module to obtain real-time direction angle information of the train;
4. and comparing all distance information in the real-time position information with a threshold value through a filtering module, screening out high-error information, carrying out low-weight assignment on the high-error information, and carrying out a weighted least square method on all distance information in the initial position information to obtain accurate real-time positioning information of the train, namely optimizing the conventional positioning accuracy to be within 10cm through the positioning accuracy of a filtering optimization system so as to finish accurate parking of the railway vehicle.
5. And the final positioning module outputs high-precision pose information when the train runs in the coverage area of the UWB base station, so that high-precision positioning of the train in the coverage area of the UWB base station is realized.
In this embodiment, the calibration process of the regional compensation information of the station is:
controlling a train with the UWB communication system to run on a train track, measuring UWB information sent by the UWB communication system based on each UWB base station to obtain rough measurement distance information of the current time of the train and each UWB base station, actually measuring to obtain actual measurement distance information of the current time of the train and each UWB base station, and differentiating the rough measurement distance information and the actual measurement distance information to obtain regional compensation information corresponding to the rough measurement distance information;
and performing the operation at each sampling time of the UWB information to obtain an area compensation information comparison table with rough measurement distance information and area compensation information in one-to-one correspondence.
The operation principle/process of the filtering module in this embodiment is as follows:
firstly, a hyperbolic model can be established according to the measurement value of the TOF method, which is as follows:
wherein R is i Distance information (x, y) measured by TOF method is train position information (x) i ，y i ) For the position information of the ith UWB base station, E i Is an error matrix, namely the region compensation information in the step A2;
linearizing the hyperbolic model to obtain a linear equation, which is:
Y＝A·X+E i
wherein Y is an observation vector formed by all distance information measured by a TOF method, X is an unknown vector, and A is a coefficient matrix, wherein:
in the method, in the process of the invention,for distance information between the train and the nth UWB base station measured by TOF method, +.>For the position vector of the nth UWB base station, is>For the position vector of the train,/>Is the unit vector between the initial value of the train position and the nth UWB base station, c is the speed of light, δt k For clock error->The method comprises the steps of measuring area compensation information corresponding to distance information between a train and an nth UWB base station by a TOF method;
since the coefficient matrix A is known, the error matrix E i The acquisition can be calibrated, and the threshold value is set in the embodiment, so that:
X＝(A T W T A) -1 A T W T Y
where W is a pseudo-range weighting matrix assigned to each base station, namely:
wherein omega is i The weight exceeding the threshold is set to 0 and the threshold is set to 1 in the comparison between the threshold value and the compensated TOF information;
in Sigma X For the UWB observations the system variance,an intermediate parameter for the system variance of the UWB observed data;
the method can obtain the following steps:
accurate location information is obtained by iteration.
Referring to fig. 1, the controller further includes:
the initial value acquisition module is connected with the station positioning module and the LDV speed measuring system and is used for acquiring high-precision pose information of the train at the moment that the train exits the coverage area of the UWB base station and extracting the position information in the high-precision pose information as initial position information of the LDV speed measuring system;
the abrupt change judging module is connected with the MEMS system and is used for acquiring real-time attitude information of the train when the train runs outside the coverage area of the UWB base station and triggering correction operation when the attitude change of the train exceeds an abrupt change threshold value;
the interval positioning module is connected with the initial value acquisition module and the LDV speed measurement system and is used for acquiring the position information of the train running along the track in the track running process in real time based on the LDV speed measurement system on the basis of the initial position information;
the position updating module is connected with the interval positioning module and the abrupt change judging module and is used for fitting the position information of the interval positioning module with the track construction planning chart when the correction operation is triggered, determining the position where the posture is abrupt change and correcting and updating the position information of the interval positioning module according to the position information.
In a specific implementation process, the initial value acquisition module, the abrupt change judgment module, the interval positioning module and the position updating module jointly control to realize the interval positioning, and referring to fig. 4, the implementation process is as follows:
1. when the UWB communication system cannot receive UWB information of any UWB base station, the initial value acquisition module acquires high-precision pose information of the train from the station positioning module, and extracts position information in the high-precision pose information as initial position information of the LDV speed measurement system;
2. based on the initial position information, the interval positioning module acquires the distance information of the train running along the track in the track running in real time based on the LDV speed measuring system, and acquires the position information of the train running along the track in the track running in real time, wherein the specific implementation mode of acquiring the distance information of the train running along the track in the track running in real time based on the LDV speed measuring system is as follows:
wherein s is the distance information of the train moving along the track in the track operation, v i Speed information, t, measured for an LDV speed measurement system 1 ～t 2 For the time interval of train in track operation;
3. in the process of running the train in a station interval, the abrupt change judging module acquires the attitude information of the train in real time through the MEMS system, and triggers correction operation when the attitude change of the train exceeds an abrupt change threshold value;
4. after triggering correction operation, the position updating module fits the position information of the interval positioning module with the track construction planning diagram to determine the position where the gesture is suddenly changed, and corrects and updates the position information of the interval positioning module according to the position information, namely, the position information obtained by matching with the track construction planning diagram is transmitted to the LDV speed measuring system, the positioning information of the LDV speed measuring system is updated, high-precision real-time positioning when the train is not in the coverage area of the UWB base station is realized, and the operation is repeated until the train enters the coverage area of the UWB base station of the next station to perform in-station positioning.
Referring to fig. 1, the controller further includes:
the first starting judgment module is connected with the interval positioning module and is used for triggering test braking operation when the distance between the train and the station is 25-30 km;
the test braking module is connected with the train, the first starting judging module and the LDV speed measuring system and is used for controlling the train to carry out maximum power braking for 1 second, measuring a speed change curve of the train through the LDV speed measuring system, carrying out linear fitting on the speed change curve so as to obtain maximum braking acceleration of the train, and further obtaining a simulated braking distance;
the second starting judgment module is connected with the train, the test braking module, the interval positioning module and the station positioning module and is used for controlling the train to start braking when the measured distance between the train and the station is equal to the simulated braking distance plus the redundant sliding braking distance;
the measuring distance acquisition module is connected with the interval positioning module and the station positioning module and is used for acquiring the measuring distance between the train and the station;
the braking distance acquisition module is connected with the LDV speed measuring system and is used for measuring the acceleration of the train in real time according to the sampling frequency of the LDV speed measuring system in the braking process and obtaining the real-time braking distance according to the acceleration;
and the braking control module is connected with the train, the measuring distance acquisition module and the braking distance acquisition module and is used for comparing the real-time braking distance with the measuring distance at the same moment, and controlling the train to release braking when the real-time braking distance is larger than the measuring distance at the same moment until the real-time braking distance is larger than or equal to the measuring distance at the same moment, and controlling the train to start braking again.
In a specific implementation process, the first starting judging module, the test braking module, the second starting judging module, the measuring distance obtaining module, the braking distance obtaining module and the braking control module jointly control to realize the braking stopping, and referring to fig. 5, the implementation process is as follows:
1. when the distance between the train and the station is 25-30 km, the first starting judgment module triggers test braking operation;
2. after triggering test braking operation, the test braking module controls the train to perform maximum power braking for 1 second, a speed change curve of the train is measured through the LDV speed measuring system, and linear fitting is performed on the speed change curve so as to obtain maximum braking acceleration of the train, and further a simulated braking distance is obtained;
3. when the distance between the train and the station is equal to the simulated braking distance plus the redundant sliding braking distance, the second starting judgment module controls the train to start braking, wherein the redundant sliding braking distance is 3km;
4. in the braking process, a measuring distance acquisition module acquires the measuring distance between the train and the station through an interval positioning module or a station positioning module, and simultaneously the braking distance acquisition module measures the acceleration of the train in real time according to the sampling frequency of the LDV speed measuring system and acquires the real-time braking distance according to the acceleration;
5. the brake control module compares the real-time brake distance with the measurement distance at the same moment, controls the train to release the brake when the real-time brake distance is larger than the measurement distance at the same moment, controls the train to start the brake again when the real-time brake distance is larger than or equal to the measurement distance at the same moment, and repeats the operation until the train stops.
In this embodiment, the calculation process of the simulated braking distance is:
V 2 ＝2ax
wherein V is the train instantaneous speed measured by the LDV speed measuring system, a is the maximum braking acceleration, and x is the simulated braking distance.
In summary, the train positioning terminal in this embodiment not only can still provide effective positioning of the rail vehicle in the environment where conventional sanitation such as stations, mountain areas and tunnels cannot be accurately positioned, but also reduces the layout of differential base stations, effectively reduces positioning cost, and meanwhile, only needs to receive external information when the rail vehicle is in a stop, has higher reliability, realizes unmanned control of accurate stop of the existing rail vehicle in the stop, effectively improves the operation positioning precision of the rail vehicle, and reduces positioning cost.
The foregoing description is only of the preferred embodiments of the present invention and is not intended to limit the scope of the invention, and all equivalent structural changes made by the description of the present invention and the accompanying drawings or direct/indirect application in other related technical fields are included in the scope of the invention.

Claims (5)

1. The train positioning terminal based on LDV, UWB, MEMS combination is characterized by comprising a controller, an LDV speed measuring system, a UWB communication system and an MEMS system;
the LDV speed measuring system, the UWB communication system and the MEMS system are respectively connected with the controller;
the controller includes:
the TOF module is connected with the UWB communication system and is used for measuring UWB information sent by each UWB base station to the UWB communication system to obtain distance information between the current moment of the train and each UWB base station;
the distance correction module is connected with the TOF module and the MEMS system and is used for correcting each distance information according to the regional compensation information of the station and taking the corrected distance information as the real-time position information of the MEMS system;
the attitude determination module is connected with the distance correction module and the MEMS system and is used for comparing the real-time position information with a track construction scheme to obtain real-time direction angle information of the train;
the filtering module is connected with the distance correction module and is used for comparing all the distance information in the real-time position information with a threshold value respectively, screening out high-error information, carrying out low-weight assignment on the high-error information, and carrying out a weighted least square method on all the distance information in the real-time position information to obtain high-precision real-time position information of the train;
and the in-station positioning module is connected with the gesture determining module and the filtering module and is used for outputting high-precision gesture information when the train runs in the coverage area of the UWB base station.
2. The LDV, UWB, MEMS combination-based train positioning terminal of claim 1, wherein the controller further comprises:
the initial value acquisition module is connected with the in-station positioning module and the LDV speed measuring system and is used for acquiring high-precision pose information of the train at the moment that the train exits the coverage area of the UWB base station and extracting the position information in the high-precision pose information as initial position information of the LDV speed measuring system;
the abrupt change judging module is connected with the MEMS system and is used for acquiring real-time attitude information of the train when the train runs outside the coverage area of the UWB base station and triggering correction operation when the attitude change of the train exceeds an abrupt change threshold value;
the interval positioning module is connected with the initial value acquisition module and the LDV speed measurement system and is used for acquiring the position information of the train running along the track in the track running based on the LDV speed measurement system in real time on the basis of the initial position information;
and the position updating module is connected with the interval positioning module and the abrupt change judging module and is used for fitting the position information of the interval positioning module with the track construction planning chart when the correction operation is triggered, determining the position of the abrupt change of the gesture and correcting and updating the position information of the interval positioning module.
3. The LDV, UWB, MEMS combination-based train positioning terminal of claim 2, wherein the controller further comprises:
the first starting judgment module is connected with the interval positioning module and is used for triggering test braking operation when the distance between the train and the station is 25-30 km;
the test braking module is connected with the train, the first starting judging module and the LDV speed measuring system and is used for controlling the train to carry out maximum power braking for 1 second, measuring a speed change curve of the train through the LDV speed measuring system, carrying out linear fitting on the speed change curve so as to obtain maximum braking acceleration of the train, and further obtaining a simulated braking distance;
the second starting judgment module is connected with the train, the test braking module, the interval positioning module and the station positioning module and is used for controlling the train to start braking when the distance between the train and the station is measured to be equal to the simulated braking distance and the redundant sliding braking distance;
the measuring distance acquisition module is connected with the interval positioning module and the station positioning module and is used for acquiring the measuring distance between the train and the station;
the braking distance acquisition module is connected with the LDV speed measuring system and is used for measuring the acceleration of the train in real time according to the sampling frequency of the LDV speed measuring system in the braking process and obtaining the real-time braking distance according to the acceleration;
and the braking control module is connected with the train, the measuring distance acquisition module and the braking distance acquisition module and is used for comparing the real-time braking distance with the measuring distance at the same moment, and controlling the train to release braking when the real-time braking distance is larger than the measuring distance at the same moment until the real-time braking distance is larger than or equal to the measuring distance at the same moment, and controlling the train to start braking again.
4. A train positioning terminal based on LDV, UWB, MEMS combination according to any one of claims 1 to 3, wherein the LDV speed measurement system is a one-dimensional velocimeter.
5. A train positioning terminal based on LDV, UWB, MEMS combination according to any one of claims 1 to 3, wherein the controller is a 51-chip microcomputer.
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