CN102975748B - Train positioning and speed measuring method and system - Google Patents
Train positioning and speed measuring method and system Download PDFInfo
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- CN102975748B CN102975748B CN201210499610.1A CN201210499610A CN102975748B CN 102975748 B CN102975748 B CN 102975748B CN 201210499610 A CN201210499610 A CN 201210499610A CN 102975748 B CN102975748 B CN 102975748B
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Abstract
The invention discloses a train positioning and speed measuring method, which comprises the steps that a passive beacon is arranged beside a rail; when a train generates the access point switching, the current position of the train is calculated according to the gap between the two adjacent passive beacons and the position of the first passive beacon in which the train passes through after the access point switching is generated; and the current operation speed of the train is calculated according to the time interval of the train to pass through the nearest passive beacon and the next nearest passive beacon, and the gap between the nearest passive beacon and the next nearest passive beacon. Because the gap of the passive beacons can be set according to the positioning precision requirement, the positioning precision is improved, meanwhile, the passive beacons are utilized for distance measuring, the calculation process is simple, the system structure required by the positioning and speed measurement is simplified, and the building and operation cost is reduced. Therefore, the train positioning and speed measuring method solves the problems of low positioning precision, complicated speed measuring structure and high cost of the traditional positioning and speed measuring mode. The invention also discloses a train positioning and speed measuring system.
Description
Technical field
The application relates to technical field of rail traffic, particularly relates to a kind of train location and speed-measuring method and system.
Background technology
Along with developing rapidly of urban track traffic, Train Detection and Identification mode upgrades to CBTC (Communication Based Train Control, the train operation control system based on communication) Systematical control by traditional manual control.The CBTC system of Present Domestic, mainly continues to use and to test the speed the mode that tests the speed combined with Doppler range rate measurement based on the point type locate mode of responser and wheel track.Wherein, the positioning precision based on the point type locate mode of responser depends on the spacing being arranged at track responser along the line.And the responser interval of existing track is comparatively large, even reaches 300m, constrain the minimum tracking distance between two trains, make positioning precision lower.In addition, wheel track tests the speed the mode that tests the speed combined with Doppler range rate measurement, namely uses wheel track to test the speed under general scene, uses Doppler radar to test the speed when train slipping; System architecture complexity, equipment cost and construction operation cost under this mode that tests the speed are high, constrain the development of urban track traffic.
Summary of the invention
In view of this, the application's object is to provide a kind of train to locate and speed-measuring method and system, to solve the problem that positioning precision is not high, velocity-measuring system complex structure, cost are high that tradition location exists with test mode.
For achieving the above object, the application provides following technical scheme:
A kind of train location and speed-measuring method, comprising:
Passive tag is set in orbit; The spacing of described passive tag is determined by the accuracy requirement of locating;
Judge whether train access point occurs and switches, and if so, then performs subsequent step;
After switching according to generation access point, the position of the first passive tag of train process and the spacing of adjacent two passive tags, calculate the current location of train;
According to train through the time gap of nearest passive tag with secondary nearly passive tag and the spacing of described nearest passive tag and time nearly passive tag, the current running velocity of calculating train.
Preferably, described judge train whether occur access point switch, comprising:
The characteristic ID of this access point is obtained from the signal that access point sends;
Whether the characteristic ID relatively got is identical with the current signature ID of storage, if different, then access point occur and switches;
The described characteristic ID got is stored as current signature ID.
Preferably, described method also comprises: record and switch to current time, the number n of the passive tag of train process from generation access point.
Preferably, described according to after the switching of generation access point, the position of the first passive tag of train process and the spacing of adjacent two passive tags, calculate the current location of train, comprising:
After there is access point switching in inquiry in electronic chart, the position of the first passive tag of train process, and the spacing d of i-th of train process passive tag and the i-th-1 passive tag
i; Wherein, i=2,3 ..., n;
Calculate described d
iwith the position sum of described first passive tag, and using the current location of result of calculation as train.
Preferably, described according to train through nearest passive tag and time time gap of nearly passive tag and described nearest passive tag and time spacing of nearly passive tag, calculate the current running velocity of train, comprising:
Record train is through the moment t of a jth passive tag
j; Wherein, j=1,2 ..., n;
According to described t
j, calculate train through current nearest passive tag and time time gap △ t of nearly passive tag; Wherein, described nearest passive tag is the n-th passive tag, and described time nearly passive tag is (n-1)th passive tag, described △ t=t
n-t
n-1;
The spacing △ d of described n-th passive tag and described (n-1)th passive tag is inquired about in electronic chart
n;
Calculate described d
nwith the ratio of △ t, and using the current running velocity of result of calculation as train.
Preferably, judgement obtain train generation access point switch after, and/or, when the described current location calculated or current running velocity invalid time, described method also comprises: delete all information relevant to passive tag recorded, and again judges whether that access point occurs to be switched.
A kind of train location and velocity-measuring system, comprising: beacon setup unit, switching judging unit, positioning unit and the unit that tests the speed;
Described beacon setup unit, for determining according to the accuracy requirement of location the spacing being arranged at the other passive tag of track;
Described switching judging unit, for judging whether train access point occurs and switches, and when judged result is for being, triggers described positioning unit and the unit that tests the speed;
Described positioning unit, after switching according to generation access point, the position of the first passive tag of train process and the spacing of adjacent two passive tags, calculate the current location of train;
The described unit that tests the speed, for according to train through nearest passive tag and time time gap of nearly passive tag and described nearest passive tag and time spacing of nearly passive tag, calculate the current running velocity of train.
Preferably, described switching judging unit comprises:
ID acquiring unit, for obtaining the characteristic ID of this access point in the signal that sends from access point;
ID comparing unit, whether identical for the current signature ID comparing characteristic ID and the storage got, if different, then there is access point and switch;
ID updating block, for storing the described characteristic ID got as current signature ID.
Preferably, described system also comprises:
Counting unit, for switching to starting point there is access point, total number n of the passive tag of record train process;
Described positioning unit comprises:
Locating query unit, after there is access point switching in inquiry in inquiry electronic chart, the position P of the first passive tag of train process
s, and the spacing d of i-th of train process passive tag and the i-th-1 passive tag
i; Wherein, i=2,3 ..., n;
Localization computation unit, for calculating described d
iwith described P
ssum, and using the current location of result of calculation as train;
The described unit that tests the speed comprises:
Timing unit, for recording the moment t of train through i-th passive tag
i;
Time difference calculating unit, for according to described t
i, calculate train through current nearest passive tag and time time gap △ t of nearly passive tag; Wherein, described nearest passive tag is the n-th passive tag, and described time nearly passive tag is (n-1)th passive tag, described △ t=t
n-t
n-1;
Test the speed query unit, for inquiring about the spacing △ d of described n-th passive tag and described (n-1)th passive tag in electronic chart;
Speed calculating unit, for calculating the ratio of described △ d and △ t, and using the current running velocity of result of calculation as train.
Preferably, described system also comprises:
Data dump unit, for obtaining after train generation access point switches in judgement, or, when the described current location calculated or current running velocity invalid time, delete all information relevant to passive tag that recorded, and trigger described switching judging unit.
As can be seen from above-mentioned technical scheme, the bench mark that the application locates with the access point that track is other for train and tests the speed, is R point with passive tag, realizes test and the location of train.On the one hand, the spacing of passive tag can set according to location and the accuracy requirement of testing the speed, namely during accuracy requirement height, and the spacing that corresponding setting is less, thus overcome the spacing of responser to the restriction of the minimum orientation distance of two trains, improve positioning precision.On the other hand, to test the speed the mode that tests the speed combined that to test the speed with Doppler radar relative to existing wheel track, the application utilizes passive tag to find range, and then current location and the speed of a motor vehicle of train is calculated by simple calculations, principle is simple, not by the impact that wheel track slides, improves range rate accuracy; Do not need the auxiliary devices such as radar, simplify the structure of location and the required system that tests the speed, reduce it and build and operation cost.Therefore, present application addresses the problem that positioning precision is not high, velocity-measuring system complex structure, cost are high that tradition location exists with the mode of testing the speed.
Accompanying drawing explanation
In order to be illustrated more clearly in the embodiment of the present application or technical scheme of the prior art, be briefly described to the accompanying drawing used required in embodiment or description of the prior art below, apparently, accompanying drawing in the following describes is only some embodiments of the application, for those of ordinary skill in the art, under the prerequisite not paying creative work, other accompanying drawing can also be obtained according to these accompanying drawings.
The diagram of circuit of the train location that Fig. 1 provides for the embodiment of the present application and speed-measuring method;
The diagram of circuit of the train location that Fig. 2 provides for another embodiment of the application and speed-measuring method;
The structural representation of the train location that Fig. 3 provides for the embodiment of the present application and velocity-measuring system;
The structural representation of the train location that Fig. 4 provides for another embodiment of the application and velocity-measuring system;
The three condition transition diagram of the train location that Fig. 5 provides for the embodiment of the present application and velocity-measuring system.
Detailed description of the invention
Below in conjunction with the accompanying drawing in the embodiment of the present application, be clearly and completely described the technical scheme in the embodiment of the present application, obviously, described embodiment is only some embodiments of the present application, instead of whole embodiments.Based on the embodiment in the application, those of ordinary skill in the art are not making the every other embodiment obtained under creative work prerequisite, all belong to the scope of the application's protection.
The embodiment of the present application discloses a kind of train location and speed-measuring method and system, to solve the problem that positioning precision is not high, velocity-measuring system complex structure, cost are high that tradition location exists with test mode.
With reference to Fig. 1, the train location that the embodiment of the present application provides and speed-measuring method, comprise the steps:
S101: passive tag is set in orbit; The spacing of this passive tag is determined by the accuracy requirement of locating;
If train positioning accuracy request is higher, then the spacing of passive tag is set to smaller value; To ask lower, then suitably can increase the spacing of passive tag, to reduce beacon number, reducing work capacity.
S102: judge whether train access point occurs and switches, and if so, then performs subsequent step;
The communication base station of above-mentioned access point and CBTC system, is arranged at by track, the bench mark testing the speed as the present embodiment and locate.
S103: after switching according to generation access point, the position of the first passive tag of train process and the spacing of adjacent two passive tags, calculate the current location of train;
After in step S101, passive tag is provided with, in the communication coverage of each access point, the position of first passive tag and the spacing of adjacent two passive tags is also corresponding determines.When train is through arbitrary passive tag, can by the passive tag of process, the spacing of any two adjacent passive tags adds up, then is added with initial position, obtains the current location of train.
S104: according to train through the time gap of nearest passive tag with secondary nearly passive tag and the spacing of above-mentioned nearest passive tag and time nearly passive tag, the current running velocity of calculating train.
According to speed computing formula " speed=distance/time ", by obtaining or calculate nearest passive tag (i.e. the passive tag of the current process of train) and time spacing d of nearly passive tag (i.e. the previous passive tag of above-mentioned nearest passive tag), and through the time gap t of above-mentioned two passive tags, the current running velocity v=d/t of train can be obtained.
From said method step, the bench mark that the embodiment of the present application is located with the access point that track is other for train and tested the speed, take passive tag as R point, realizes test and the location of train.On the one hand, the spacing of passive tag can set according to location and the accuracy requirement of testing the speed, namely during accuracy requirement height, and the spacing that corresponding setting is less, thus overcome the spacing of responser to the restriction of the minimum orientation distance of two trains, improve positioning precision.On the other hand, to test the speed the mode that tests the speed combined that to test the speed with Doppler radar relative to existing wheel track, the embodiment of the present application utilizes passive tag to find range, and then current location and the speed of a motor vehicle of train is calculated by simple calculations, principle is simple, not by the impact that wheel track slides, improve range rate accuracy; Do not need the auxiliary devices such as radar, simplify the structure of location and the required system that tests the speed, reduce it and build and operation cost.Therefore, the embodiment of the present application solves the problem that positioning precision is not high, velocity-measuring system complex structure, cost are high that tradition location exists with the mode of testing the speed.
With reference to Fig. 2, the train location that another embodiment of the application provides and speed-measuring method, comprise the steps:
S201, passive tag is set in orbit; The spacing of this passive tag is determined by the accuracy requirement of locating, and the position data of the passive tag finally determined is stored in electronic chart;
S202: the characteristic ID obtaining this access point from the signal that access point sends;
S203: whether the current signature ID comparing characteristic ID and the storage got is identical, if different, then stores the above-mentioned characteristic ID got as current signature ID, and judges that access point occurs to be switched, and performs step S204;
Access point is equivalent to the communication base station of CBTC system, comprises characteristic ID unique separately in the signal that each access point sends.By the current signature stored ID and the characteristic ID newly got being compared, can judge whether that access point occurs to be switched: if the comparative result of two characteristic ID is for different, namely access point occurs and switches; Otherwise then there is not access point to switch.After judging that access point occurs to be switched, then upgrade the value of current signature ID, the characteristic ID being about to get is preserved as current signature ID, prepares against multilevel iudge next time.
S204: record and switch to current time, the number n of the passive tag of train process from generation access point, and perform step S205 and S208 respectively;
Passive tag has certain material and size characteristic, is positioned at the shape decision thresholding of the detector on train, can judges whether train have passed a passive tag by setting.If have passed, then passive tag counting machine adds 1.
S205: after access point switching occurs in inquiry in electronic chart, the position of the first passive tag of train process, is designated as the initial exact location P of train
s;
Concrete, P
sit can be the spacing (kilometer post) at first passive tag and initial station.
S206: inquire about i-th passive tag of train process and the spacing d of the i-th-1 passive tag in electronic chart
i; Wherein, i=2,3 ..., n;
After the setting position that step S201 determines passive tag, can be stored in electronic chart by its position data, above-mentioned position data comprises in each access point communication coverage, the position P of first passive tag
s, and the spacing d of adjacent two passive tags
i, as shown in table 1 below.
Table 1 electronic chart-passive beacon location list
| Characteristic ID | P S(m) | d 2(m) | d 3(m) | d 4(m) | d 5(m) | … |
| 001 | 30 | 20 | 20 | 20 | 20 | … |
| 002 | 400 | 15 | 20 | 20 | 25 | … |
| 003 | 1500 | 25 | 15 | 20 | 15 | … |
| … | … | … | … | … | … | … |
Circuit due to track is fixing known, therefore d
iand P
sthe all preferred curve distance along track.According to practical application, the spacing of adjacent two passive tags can be same numerical value or different numerical value, when namely i gets different value, and d
ican be identical, also can be different.
For ease of understanding, the computation process below by way of example 1 pair of the present embodiment is described in detail.
Example 1: suppose that current train is positioned at the access point scope that characteristic ID is 002, and detection is to 4 passive tags (i.e. n=4), the result of then inquiring about electronic chart (table 1) is as shown in table 2 below, initial exact location (spacing at first passive tag and initial station) P
s=400m, the spacing d of the 2nd passive tag and first passive tag
2the spacing d of=150m, the 3rd passive tag and the 2nd passive tag
3the spacing d of=200m, the 4th passive tag and the 3rd passive tag
4=200m.
Table 2 example 1 locating query result
| Characteristic ID | P S(m) | d 2(m) | d 3(m) | d 4(m) |
| 002 | 400 | 15 | 20 | 20 |
S207: calculate above-mentioned d
iwith the position sum of first passive tag, and using the current location of result of calculation as train.
By in the passive tag of process, the spacing d of two adjacent passive tags
iadd up, then with initial position P
sbe added, namely obtain the current location of train
In example 1, the current location P=P of train
s+ d
2+ d
3+ d
4=455m, namely the position of current train is: apart from the distance 455m at initial station.
Certainly, the position P of the first passive tag within the scope of each access point
snot only be confined to represent by the spacing at itself and initial station, also can represent by the spacing of the known and fixing object of reference of itself and other any position, and the computing formula of corresponding change current location.As P
scan be the spacing at first passive tag and terminal station, accordingly, the current location (i.e. the spacing at current train and terminal station) of train
S208: record train is through the moment t of a jth passive tag
j;
Detection on train through any one passive tag to train, namely records current time, is designated as t
j, in example 1, t
jconcrete file layout can as following table 3.
Table 3 example 1 passive tag timetable
| j | 1 | 2 | 3 | 4 |
| t j（h:m:s） | 0:03:00.01 | 0:03:00.67 | 0:03:01.34 | 0:03:02.04 |
S209: according to above-mentioned t
i, calculate train through current nearest passive tag and time time gap △ t of nearly passive tag;
Wherein, current nearest passive tag is the n-th passive tag, and secondary nearly passive tag is (n-1)th passive tag, i.e. △ t=t
n-t
n-1.
In example 1, due to n=4, the known t of question blank 3
3=0:03:01.34, t
4=0:03:02.04, therefore △ t=t
4-t
3=0.7S.
S210: the spacing d inquiring about above-mentioned n-th passive tag and above-mentioned (n-1)th passive tag in electronic chart
n;
In example 1, due to n=4, i.e. d
n=d
4, therefore question blank 1 can obtain, characteristic ID is within the scope of the access point of 002, the spacing d of the n-th passive tag and above-mentioned (n-1)th passive tag
4=20m.
S211: calculate above-mentioned d
nwith the ratio of △ t, and using the current running velocity of result of calculation as train.
In example 1, the current running velocity v=d of train
4/ △ t=28.57m/s.
From said method step, the embodiment of the present application utilizes the location information of electronic chart record passive tag, at train through any one passive tag, can by total number of the passive tag of record train process, and in electronic chart, inquire about the spacing between the exact location of first passive tag and the passive tag of process that the rear train process of access point switching occurs, obtain the current location of train; Simultaneously, by the moment of record train through each passive tag, calculate train through current nearest passive tag and time time difference of nearly passive tag, and according to inquiring about the spacing of above-mentioned two passive tags obtained in electronic chart, calculate the running velocity of current train.Therefore, the location described in the present embodiment and speed-measuring method, principle is simple, data handling procedure is easy, and not by the impact that wheel track slides, simplifies the structure of location and the required system that tests the speed, and reduces it and builds and operation cost.Therefore, the embodiment of the present application solves the problem that positioning precision is not high, velocity-measuring system complex structure, cost are high that tradition location exists with test mode.
In addition, in above-described embodiment, switch once there is access point, then redefine initial position (position of the first passive tag within the scope of the access point after namely switching), spacing in conjunction with passive tag can calculate the position of each passive tag, thus determines the current location of train.Need for accurate unique coordinate completely safeguarded by each responser relative to traditional locate mode based on responser, the embodiment of the present application does not need Expenses Cost in position or coordinate maintenance, thus reduces the cost of operation maintenance; Also avoid measured error continuing between diverse access point to add up, the precision that improve location and test the speed simultaneously.
Further, in other embodiments of the application, above-mentioned all embodiments also comprise step: the time that the two groups of passive tag detecting devicess be arranged on train by more same passive tag are detected, and judge the working direction of train.
Further, in other embodiments of the application, above-mentioned all embodiments when the above-mentioned current location calculated or current running velocity invalid time, all also comprise step: delete all information relevant to passive tag that recorded, and again judge whether access point switching occurs.The present embodiment achieves the circulation of unusual condition Train location and speed-measuring method, avoids the output of error result.
Corresponding to said method embodiment, the embodiment of the present application additionally provides a kind of train location and velocity-measuring system, and as shown in Figure 3, this system is made up of beacon setup unit 301, switching judging unit 302, positioning unit 303 and the unit 304 that tests the speed.
Wherein, beacon setup unit 301, for determining according to the accuracy requirement of location the spacing being arranged at the other passive tag of track.Switching judging unit 302 can be started after passive tag has set.
Switching judging unit 302, for judging whether train access point occurs and switches, and when judged result is for being, triggered location unit 303 and the unit 304 that tests the speed.
Positioning unit 303, after switching according to generation access point, the spacing of adjacent two passive tags that the position of the first passive tag of train process and beacon setup unit 301 set, calculates the current location of train.
Test the speed unit 304, for the above-mentioned nearest passive tag that set through nearest passive tag and time time gap of nearly passive tag and beacon setup unit 301 according to train and time spacing of nearly passive tag, and the current running velocity of calculating train.
From said system structure, the bench mark that the embodiment of the present application is located with the access point that track is other for train and tested the speed, take passive tag as R point (instead of the responser in traditional locate mode), realizes test and the location of train.On the one hand, beacon setup unit sets the spacing of passive tag according to location and the accuracy requirement of testing the speed, and namely during accuracy requirement height, the spacing that corresponding setting is less, the spacing overcoming responser, to the restriction of the minimum orientation distance of two trains, improves positioning precision.The embodiment of the present application makes full use of the other access point of track, it can be used as the bench mark of location, on the other hand, to test the speed the mode that tests the speed combined that to test the speed with Doppler radar relative to existing wheel track, the positioning unit in the embodiment of the present application and the unit that tests the speed, utilize passive tag to find range, and then current location and the speed of a motor vehicle of train is calculated by simple calculations, principle is simpler, and not by the impact that wheel track slides, improves range rate accuracy; Do not need the auxiliary devices such as radar, simplify the structure of location and the required system that tests the speed, reduce it and build and operation cost.Therefore, the embodiment of the present application solves the problem that positioning precision is not high, velocity-measuring system complex structure, cost are high that tradition location exists with test mode.
With reference to Fig. 4, the train location that another embodiment of the application provides and velocity-measuring system, be made up of beacon setup unit 410, switching judging unit 420, counting unit 430, positioning unit 440 and the unit 450 that tests the speed.
Wherein, beacon setup unit 401, for determining according to the accuracy requirement of location the spacing being arranged at the other passive tag of track.Switching judging unit 420 can be started after passive tag has set.
Switching judging unit 420, for judging whether train access point occurs and switches, and when judged result is for being, flip-flop number unit 430, positioning unit 440 and the unit 450 that tests the speed.
Counting unit 430, for switching to starting point there is access point, total number n of the passive tag of record train process.
Positioning unit 440, after switching according to generation access point, the position of the first passive tag of train process and the spacing of adjacent two passive tags, calculate the current location of train.
Test the speed unit 450, for according to train through nearest passive tag and time time gap of nearly passive tag and above-mentioned nearest passive tag and time spacing of nearly passive tag, calculate the current running velocity of train.
Concrete, switching judging unit 420 is made up of ID acquiring unit 421, ID comparing unit 422 and ID updating block 423.Wherein, ID acquiring unit 421, for obtaining the characteristic ID of this access point in the signal that sends from access point; ID comparing unit 422, whether identical with the current signature ID of storage for comparing the characteristic ID that ID acquiring unit 421 gets, if different, then there is access point and switch; ID updating block 423, stores as current signature ID for the characteristic ID got by ID acquiring unit 421.
Positioning unit 440 is made up of locating query unit 441 and localization computation unit 442.Wherein, locating query unit 441, after there is access point switching in inquiry in inquiry electronic chart, the position P of the first passive tag of train process
s, and the spacing d of i-th of train process passive tag and the i-th-1 passive tag
i(i=2,3 ..., n); Localization computation unit 442, for calculating the d that locating query unit 441 inquires
iwith P
ssum, and using the current location of result of calculation as train, output display;
The unit 450 that tests the speed is made up of timing unit 451, time difference calculating unit 452, the query unit that tests the speed 453 and speed calculating unit 454.Wherein, timing unit 451, for recording the moment t of train through i-th passive tag
i; Time difference calculating unit 452, for the t recorded according to timing unit 451
i, calculating train through this nearest passive tag of time gap △ t(of current nearest passive tag and time nearly passive tag is the n-th passive tag, and secondary nearly passive tag is (n-1)th passive tag, △ t=t
i=n-t
i=n-1); Test the speed query unit 453, for inquiring about the spacing △ d of the n-th passive tag and (n-1)th passive tag in electronic chart; Speed calculating unit 454, for calculating the ratio of △ d that the query unit 453 that tests the speed inquires and the △ t that time difference calculating unit 452 calculates, and using the current running velocity of result of calculation as train, output display.
From said system structure, the embodiment of the present application utilizes the location information of electronic chart record passive tag, at train through any one passive tag, can in conjunction with the total number of passive tag of the train process of counting unit record, in electronic chart, inquired about the spacing between the exact location of first passive tag and the passive tag of process that the rear train process of access point switching occurs by locating query unit, and calculated the current location of train by localization computation unit; Simultaneously, timing unit record train is through the moment of each passive tag, time difference calculating unit calculates train through current nearest passive tag and time time difference of nearly passive tag, and in electronic chart, the spacing of above-mentioned two passive tags obtained is inquired about according to the query unit that tests the speed, the running velocity of current train is calculated by speed calculating unit.Therefore, the location described in the present embodiment and velocity-measuring system, principle is simple, data handling procedure is easy, and not by the impact that wheel track slides, simplifies the structure of location and the required system that tests the speed, and reduces it and builds and operation cost.Therefore, the embodiment of the present application solves the problem that positioning precision is not high, velocity-measuring system complex structure, cost are high that tradition location exists with test mode.
In addition, in above-described embodiment, switching judging unit judges switches once there occurs access point, then triggered location unit redefines initial position (position of the first passive tag within the scope of the access point after namely switching), spacing in conjunction with passive tag can calculate the position of each passive tag, thus determines the current location of train.Need for accurate unique coordinate completely safeguarded by each responser relative to traditional locate mode based on responser, the embodiment of the present application does not need Expenses Cost in position or coordinate maintenance, thus reduces the cost of operation maintenance; Also avoid measured error continuing between diverse access point to add up, the precision that improve location and test the speed simultaneously.
Concrete, in other embodiments of the application, above-mentioned all system embodiments also comprise: data dump unit, for when the described current location calculated or current running velocity invalid time, or, after location and velocity-measuring system crash and restart, delete all information relevant to passive tag recorded, and trigger switching judging unit, wait for that access point occurs next time to be switched, to start positioning unit and the unit that tests the speed.The present embodiment achieves the circular flow of unusual condition Train location and velocity-measuring system.
As shown in Figure 5, above-mentioned cyclic process comprises 3 states: wait for switching state (state 1), etc. initial position to be determined (state 2), locate and the state of testing the speed (state 3).The transformational relation of 3 states is as follows:
Whether get the hang of 1 when system is just started shooting, now switching judging unit can obtain the characteristic ID of access point, detect and switch.Obtain that if judge access point occurs to switch, system gets the hang of 2, waits for that train is by the first passive tag within the scope of current access point, obtains the initial position of its exact location as train.After obtaining train initial position, get the hang of 3, testing the speed and locating of train can be carried out in this case.If switch judging unit for 3 times in state to judge that obtaining that access point occurs switches, then system gets the hang of 2, waits the initial position of new train to be obtained.If the current running velocity of positioning unit and the train that unit calculates of testing the speed and current location is invalid or the equipment machine of delaying is restarted, then system gets the hang of 1, again waits for that access point switches.
One of ordinary skill in the art will appreciate that all or part of flow process realized in above-described embodiment method, that the hardware that can carry out instruction relevant by computer program has come, described program can be stored in a computer read/write memory medium, described program, when performing, can comprise the flow process of the embodiment as above-mentioned each side method.Wherein, described storage medium can be magnetic disc, CD, read-only store-memory body (Read-Only Memory, ROM) or random store-memory body (Random Access Memory, RAM) etc.
To the above-mentioned explanation of the disclosed embodiments, professional and technical personnel in the field are realized or uses the application.To be apparent for those skilled in the art to the multiple amendment of these embodiments, General Principle as defined herein when not departing from the spirit or scope of the application, can realize in other embodiments.Therefore, the application can not be restricted to these embodiments shown in this article, but will meet the widest scope consistent with principle disclosed herein and features of novelty.
Claims (8)
1. train location and a speed-measuring method, is characterized in that, comprising:
Passive tag is set in orbit; The spacing of described passive tag is determined by the accuracy requirement of locating;
Judge whether train access point occurs and switches, and if so, then performs subsequent step;
After switching according to generation access point, the position of the first passive tag of train process and the spacing of adjacent two passive tags, calculate the current location of train, wherein, record and switch to current time, the number n of the passive tag of train process from generation access point, after access point switching occurs in inquiry in electronic chart, the position of the first passive tag of train process, and the spacing d of i-th of train process passive tag and the i-th-1 passive tag
i; Wherein, i=2,3 ..., n, calculates described d
iwith the position sum of described first passive tag, and using the current location of result of calculation as train;
According to train through the time gap of nearest passive tag with secondary nearly passive tag and the spacing of described nearest passive tag and time nearly passive tag, the current running velocity of calculating train.
2. method according to claim 1, is characterized in that, described judge train whether occur access point switch, comprising:
The characteristic ID of this access point is obtained from the signal that access point sends;
Whether the characteristic ID relatively got is identical with the current signature ID of storage, if different, then access point occur and switches;
The described characteristic ID got is stored as current signature ID.
3. method according to claim 1, is characterized in that, described according to train through nearest passive tag and time time gap of nearly passive tag and described nearest passive tag and time spacing of nearly passive tag, calculate the current running velocity of train, comprising:
Record train is through the moment t of a jth passive tag
j; Wherein, j=1,2 ..., n;
According to described t
j, calculate train through current nearest passive tag and time time gap △ t of nearly passive tag; Wherein, described nearest passive tag is the n-th passive tag, and described time nearly passive tag is (n-1)th passive tag, described △ t=t
n-t
n-1;
The spacing △ d of described n-th passive tag and described (n-1)th passive tag is inquired about in electronic chart
n;
Calculate described △ d
nwith the ratio of △ t, and using the current running velocity of result of calculation as train.
4. method according to claim 1, it is characterized in that, after judgement obtains the switching of train generation access point, and/or, when the described current location calculated or current running velocity invalid time, described method also comprises: delete all information relevant to passive tag recorded, and again judges whether that access point occurs to be switched.
5. train location and a velocity-measuring system, is characterized in that, comprising: beacon setup unit, switching judging unit, counting unit, positioning unit and the unit that tests the speed;
Described beacon setup unit, for determining according to the accuracy requirement of location the spacing being arranged at the other passive tag of track;
Described switching judging unit, for judging whether train access point occurs and switches, and when judged result is for being, triggers described positioning unit and the unit that tests the speed;
Described counting unit, for switching to starting point there is access point, total number n of the passive tag of record train process;
Described positioning unit, after switching according to generation access point, the position of the first passive tag of train process and the spacing of adjacent two passive tags, calculate the current location of train;
Wherein, described positioning unit comprises:
Locating query unit, after there is access point switching in inquiry in inquiry electronic chart, the position P of the first passive tag of train process
s, and the spacing d of i-th of train process passive tag and the i-th-1 passive tag
i; Wherein, i=2,3 ..., n;
Localization computation unit, for calculating described d
iwith described P
ssum, and using the current location of result of calculation as train;
The described unit that tests the speed, for according to train through nearest passive tag and time time gap of nearly passive tag and described nearest passive tag and time spacing of nearly passive tag, calculate the current running velocity of train.
6. system according to claim 5, is characterized in that, described switching judging unit comprises:
ID acquiring unit, for obtaining the characteristic ID of this access point in the signal that sends from access point;
ID comparing unit, whether identical for the current signature ID comparing characteristic ID and the storage got, if different, then there is access point and switch;
ID updating block, for storing the described characteristic ID got as current signature ID.
7. the system according to claim 5 or 6, is characterized in that,
The described unit that tests the speed comprises:
Timing unit, for recording the moment t of train through i-th passive tag
i;
Time difference calculating unit, for according to described t
i, calculate train through current nearest passive tag and time time gap △ t of nearly passive tag; Wherein, described nearest passive tag is the n-th passive tag, and described time nearly passive tag is (n-1)th passive tag, described △ t=t
n-t
n-1;
Test the speed query unit, for inquiring about the spacing △ d of described n-th passive tag and described (n-1)th passive tag in electronic chart;
Speed calculating unit, for calculating the ratio of described △ d and △ t, and using the current running velocity of result of calculation as train.
8. system according to claim 5, is characterized in that, also comprises:
Data dump unit, for obtaining after train generation access point switches in judgement, or, when the described current location calculated or current running velocity invalid time, delete all information relevant to passive tag that recorded, and trigger described switching judging unit.
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| CN103926588B (en) * | 2014-04-28 | 2016-10-12 | 无锡成电光纤传感科技有限公司 | A kind of rail vehicle based on Φ-OTDR location and velocity-measuring system |
| CN104401367B (en) * | 2014-11-20 | 2015-10-28 | 上海富欣智能交通控制有限公司 | Rail transit train localization method |
| DE102015207223A1 (en) * | 2015-04-21 | 2016-10-27 | Siemens Aktiengesellschaft | Method and device for locating a rail vehicle operating in a CBTC (Communication-Based Train Control) train control and protection system |
| CN105392128B (en) * | 2015-10-15 | 2019-10-29 | 上海寰创通信科技股份有限公司 | A kind of direction of traffic judgment method |
| CN106364526B (en) * | 2016-09-22 | 2018-01-16 | 深圳市虹鹏能源科技有限责任公司 | A kind of tunnel construction new energy rail electric locomotive real-time high-precision automatic station-keeping system |
| CN109849975B (en) * | 2017-11-30 | 2020-08-14 | 株洲中车时代电气股份有限公司 | Passive speed measuring device of maglev train and speed measuring system of maglev train |
| CN108229628B (en) * | 2018-01-03 | 2020-09-01 | 江西理工大学 | Train positioning identification method based on three-dimensional magnetic code |
| CN110588722B (en) * | 2019-09-23 | 2021-08-24 | 北京全路通信信号研究设计院集团有限公司 | Train positioning method, train positioning processing unit and beacon reading unit |
| CN112810666B (en) * | 2019-11-15 | 2023-02-10 | 比亚迪股份有限公司 | Train positioning and speed measuring method, equipment, system, computer equipment and storage medium |
| CN111152819A (en) * | 2020-01-06 | 2020-05-15 | 虞萍 | Vehicle source and train control method based on time difference measurement between vehicle information sources |
| CN113536234B (en) * | 2021-07-14 | 2023-04-07 | 广西柳工机械股份有限公司 | Mining area transportation frequency detection method and device, computer equipment and storage medium |
| CN113301582B (en) * | 2021-07-27 | 2021-10-12 | 天津七一二移动通信有限公司 | Automatic channel testing station and method for railway vehicle-mounted radio station |
| CN116902035B (en) * | 2023-09-11 | 2024-01-23 | 北京城建智控科技股份有限公司 | Train speed measurement positioning system configuration method and device |
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| US6666411B1 (en) * | 2002-05-31 | 2003-12-23 | Alcatel | Communications-based vehicle control system and method |
| JP4881240B2 (en) * | 2007-06-29 | 2012-02-22 | 株式会社日立製作所 | Wireless train control system and wireless train control method |
| CN101513888B (en) * | 2009-04-10 | 2011-02-09 | 中兴智能交通系统（北京）有限公司 | Location method and system |
| CN101797927A (en) * | 2010-04-20 | 2010-08-11 | 中国人民解放军国防科学技术大学 | Non-contact rail traffic speed-measurement and positioning method based on sleeper detection and device thereof |
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