CN109080666B - Train continuous real-time positioning system and method - Google Patents
Train continuous real-time positioning system and method Download PDFInfo
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Abstract
The invention discloses a continuous real-time positioning system and a continuous real-time positioning method for a train. The fixed positioning device comprises an odometry area, a coding area or/and a check area. And a shielding area and a transmission area which are arranged at intervals are arranged on the odometry area, the coding area and the checking area. When the train runs, the mobile positioning device generates light beams by using the light beam generator, detects and records light signals by using the photoreceptor, identifies a reference point where the train passes and counts corresponding train running distance according to light and shade changes generated when the light signals sweep through the shielding area and the transmission area in the running process of the train, and accordingly realizes train positioning. The invention can meet the real-time, continuous and accurate positioning requirements, does not need active devices along the line, has low installation and maintenance cost and stronger universality and economy.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a train continuous real-time positioning system and method which are universally economical.
Background
The rail transit is an important component of a traffic transportation system, and has the advantages of small floor area, low transportation energy consumption, large transportation capacity and the like. In recent years, with the vigorous development of high-speed railways and urban and regional rail transit in China, rail transport systems are also perfected, and a large family formed by multi-standard, multi-level and multi-type rail transit forms is gradually formed, so that the rail transit system plays an important role in daily trips and lives of residents.
In a rail transit system, in order to ensure the running safety and the running efficiency of a train, an advanced intelligent train running control system is required to be adopted. The accurate and reliable train positioning technology is an important foundation and guarantee for effective control of train operation. The stability, safety and reliability of train operation require that the train positioning technology must have high real-time performance, accuracy and stability; meanwhile, as the train positioning technology usually needs to arrange a large amount of auxiliary equipment or lines along the running line except for vehicle-mounted equipment, the related facility equipment of the train positioning technology should be economical in laying cost and maintenance cost; finally, in order to meet the requirements of rail transit systems of different standards, the advanced train positioning technology should also have wide applicability.
Conventional train positioning techniques include track circuits, transponders, axle speed sensors, satellite navigation systems, and the like. The track circuit and the responder have the advantages of mature technology and accurate single-point position, and have the defects of incapability of providing continuous positioning information and relatively high construction and maintenance cost; the mode of combining the wheel axle speed sensor and the transponder can provide relatively accurate high-frequency continuous positioning, but still does not overcome the defects of higher construction and maintenance cost, errors are easy to accumulate, and the positioning precision is influenced by wheel idling, sliding and abrasion; the satellite navigation system supports continuous real-time positioning, and has relatively low construction and maintenance costs, however, the real-time performance and the precision of the positioning are greatly influenced by the environment, and the satellite navigation system is difficult to work normally even in complex environments such as mountainous areas, tunnels and the like.
In recent years, with the development of optical fiber sensing technology, some train positioning technologies and methods based on optical fiber grating sensing technology emerge, and the basic working principle is that optical fiber grating stress sensors are buried at certain intervals under line steel rails to detect the passing of trains, so that the purpose of train positioning is achieved. However, this technique is still a discontinuous positioning mechanism in nature, and needs to work with a speed-measuring device such as an axle speed sensor to realize the continuous positioning function. In addition, the train positioning sensing technology based on the fiber bragg grating not only needs to arrange expensive fiber bragg grating sensing heads at intervals along a line, but also needs to lay extra power supply and communication lines, so that the unit cost of the technology is further increased.
In view of the foregoing, a train positioning technique with low cost, high precision, continuous positioning, and universal applicability is needed. The invention provides a train continuous real-time positioning system and method with general economy, the technology not only can be suitable for various rail transit systems, but also has the characteristics of low construction cost and low maintenance cost, the positioning precision can be high, and a user can perform personalized configuration according to the actual positioning precision requirement so as to further reduce the cost and have strong flexibility.
Disclosure of Invention
In view of the above, an object of the present invention is to provide a continuous real-time train positioning system, which can achieve high positioning accuracy, and enable a user to perform personalized configuration according to actual positioning accuracy requirements.
The invention provides a continuous real-time positioning system for a train, which adopts the following technical scheme:
a continuous real-time positioning system for a train comprises a mobile positioning device and a fixed positioning device, wherein the mobile positioning device is arranged on the train, and the fixed positioning device is fixed on a line; when the train runs, the mobile positioning device generates light beams by using the light beam generator, detects and records light signals by using the photoreceptor, identifies a reference point where the train passes and counts corresponding train running distance according to the light and shade change condition of the light signals influenced by the fixed positioning device in the running process of the train, and thus, the train is continuously positioned in real time.
Preferably, the fixed positioning device comprises a log area, the log area comprises a log shielding area and a log transmission area, and the log shielding area and the log transmission area are arranged at a preset interval.
Preferably, when the train runs, the mobile positioning device counts the number of the distance-measuring shielding areas and/or distance-measuring transmission areas of the distance-measuring area so as to calculate the running distance and the running speed of the train, and can realize continuous positioning.
Preferably, the fixed positioning device further comprises a checking area, the checking area comprises a checking shielding area and a checking transmission area, and the checking shielding area and the checking transmission area are arranged at a preset interval.
Preferably, when the train runs, the mobile positioning device further counts the number of check shielding areas and/or check transmission areas of the check area, calculates a check value of a running distance of the train, compares the check value with the running distance of the train, and realizes check and abnormal detection of the odometer area.
Preferably, the fixed positioning device further comprises a coding region, and the coding region is composed of a coding shielding region, a coding transmission region and a coding blind transmission region.
Preferably, the coding region presets a corresponding code on a train positioning reference point through reasonable combination of the coding transmission region and the coding blind transmission region, so that the code can be read when the train runs, and the position of the passing reference point can be identified.
Preferably, a first encoded value is generated as the light beam passes through the encoded transmissive region; when the light beam is shielded by the coding blind transmission area, a second coding value is generated, the second coding value and the coding blind transmission area are combined in a certain sequence to form a binary coding string, and the train inquires the position of a reference point according to the read binary coding string, so that the position of the train is updated and calibrated in real time by utilizing the position of the reference point.
Preferably, the light beam generated by the light beam generator passes through the distance measuring transmission area, the checking transmission area or the coding transmission area and irradiates the photoreceptor, and the photoreceptor records and counts the received light signals.
The invention provides a continuous real-time positioning method for a train, which adopts the following technical scheme:
a continuous real-time positioning method for a train realizes train operation distance metering, speed measurement and positioning by the following steps:
s100, in the running time T process of the train, the mobile positioning device counts the number N11 of the shielding areas or the number N12 of the transmission areas of the odometry area;
s200, calculating the train running distance L, wherein L is N11 multiplied by D1 or L is N12 multiplied by D2, and simultaneously calculating the train running speed V is L/T according to the distance between two adjacent shielding areas D1 and the distance between two adjacent transmission areas D2; and taking the starting point of the train as a reference point, the running distance L is used for representing the position of the train.
Preferably, the method for continuously positioning the train in real time realizes the exception detection of the odometry area by the following steps:
s300, counting the number N21 of check shielding areas and/or the number N22 of transmission areas of the check area by the mobile positioning device, and calculating the corrected train running distance LSchool，LSchoolN21 × D21 or LSchoolN22 × D22, according to LSchoolThe relation with L judges whether the log area is abnormal or not.
Preferably, the continuous real-time train positioning method realizes the accurate train positioning through the following steps:
s310, at a train positioning reference point, presetting a corresponding code by utilizing an effective combination of a code transmission area and a code blind transmission area, detecting an optical signal by a photoreceptor when a light beam generated by a light beam generator passes through the code transmission area, and generating a first code value according to the optical signal; when the light beam generated by the light beam generator is shielded by the coding blind transmission area, the light sensor does not detect the light signal, a second coding value is generated, a binary coding string is formed by combining the two codes, and the actual position of the positioning reference point where the train passes can be inquired;
and S320, when the train passes through the Nth reference point position Rn and before the train reaches the (N + 1) th reference point position, calculating by the odometer to obtain a train running interval distance Ln, wherein the accurate position P of the train is the sum of the Nth reference point position Rn passed by the train and the train running interval distance Ln, namely P is Rn + Ln, and Ln is the running distance of the train passing through the Nth reference point.
Preferably, the continuous real-time train positioning method further comprises the following steps of:
s400, continuously updating the position Rn of the nearest reference point where the train passes and the distance Ln of the train running section after the train passes the nearest reference point in the running process of the train, and updating the accurate position P of the train to be Rn + Ln, so that the continuous real-time positioning of the train is realized.
The train continuous real-time positioning system and the train continuous real-time positioning method provided by the invention not only can be suitable for various rail transit systems, but also have the characteristics of low construction cost and low maintenance cost, can achieve high positioning precision, and can be individually configured by a user according to the actual positioning precision requirement so as to further reduce the cost and have stronger flexibility.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent from the following description of the embodiments of the present invention with reference to the accompanying drawings, in which:
FIG. 1 is a schematic structural diagram of a preferred embodiment of a universally economical continuous real-time train positioning system provided by the present invention;
FIG. 2 is a schematic structural diagram of a preferred embodiment of a distance measuring area and a checking area of a general economic train continuous real-time positioning system provided by the invention;
FIG. 3 is a schematic structural diagram of a preferred embodiment of the odometry area and the coding area of the train continuous real-time positioning system for general economy provided by the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, the present invention provides a continuous real-time train positioning system, which includes a mobile positioning device and a fixed positioning device, wherein the mobile positioning device moves along with the train (for example, is fixed on the train), and mainly includes a light beam generator and a photoreceptor; the fixed positioning device is fixed on the circuit and comprises a distance measuring area and a coding area or/and a checking area. And a shielding area and a transmission area which are arranged at intervals are arranged on the odometry area, the coding area and the checking area. When the train runs, the mobile positioning device generates a light beam by using the light beam generator, detects and records the light signal by using the photoreceptor, identifies a reference point where the train passes and counts the corresponding train running distance according to the light and shade change condition of the light signal influenced by the fixed positioning device in the running process of the train, thereby realizing the continuous real-time positioning of the train;
the continuous real-time train positioning system provided by the invention can achieve the purposes of distance metering and accurate train positioning. The positioning precision of the invention can be configured by adjusting the width of the distance-measuring shielding area or distance-measuring transmission area of the fixed positioning device. The invention realizes the continuous and accurate positioning of the train, and the mobile positioning device and the fixed positioning device in the system have simple structures and low cost. The defects of the traditional train positioning technologies such as a track circuit, a transponder, a wheel axle speed sensor, a satellite navigation system and the like are overcome.
In the embodiment of the invention, the shielding area can play a role in shielding light. The transmission region can adopt a through hole, the shape of the through hole is not limited, and the through hole can be any shape such as a round through hole, a triangular through hole, a square through hole and the like; the transmission region may also be a transparent plate (e.g., glass or other material through which light can pass). The shading device may also be a shading plate, preferably the shading device is an equidistant perforated shading plate.
According to the above description of the embodiments of the present invention, it is conceivable that the following manner may also be employed: the fixed positioning device moves along with the operation of the train (such as being fixed on the train), and the movable positioning device does not move along with the operation of the train, such as arranging the movable positioning device along the train.
In another embodiment of the present invention, as shown in fig. 1 (in conjunction with fig. 2), the distance-measuring shielding region and the distance-measuring transmitting region are spaced apart, for example, in the following order: the distance D1 between two adjacent distance-counting shielding areas is the distance between the distance-counting shielding area n and the distance-counting shielding area n + 1. The distance between two adjacent distance measuring transmission areas is D2, which is the distance between distance measuring transmission area n and distance measuring transmission area n + 1.
In fig. 1 (in conjunction with fig. 2), in another embodiment of the present invention, the fixed positioning device comprises a metering area and a checking area, wherein the metering area and the checking area both comprise an occlusion area and a transmission area (the occlusion area and the transmission area of the checking area can be respectively referred to as a checking occlusion area and a checking transmission area). When the train runs, the mobile positioning device counts at least one of the number N11 of the metering shelters and the number N12 of the metering transmission zones of the metering zone through the number of optical signals, so that the distance between the adjacent metering shelters and the distance between the adjacent metering transmission zones of the metering zone are respectively D11 and D12, the running distance L of the train is N11 × D11 (or L is N12 × D12), and the running speed V of the train is L/T. With the train departure point as a reference point, then L can be used to represent the train location.
In practice, there may be errors in the statistical amount, such as the case where the odometry transmission area may be blocked, the odometry blocking area may be damaged, and the like. The check area can be used to avoid bias in the statistics. The checking area comprises a checking shielding area and a checking transmission area, and the number N21 of the shielding areas or the number N22 of the transmission areas of the checking area is counted while the number N11 of the shielding areas or the number N12 of the transmission areas of the metering area is counted in the train running time T. The distance between adjacent checking shielding areas and the distance between adjacent checking transmission areas of the checking area are respectively D21 and D22, so that the running distance L of the train obtained in the checking areaSchoolN21 × D21 (or L)School＝N22×D22)。
The train running distance L obtained from the distance counting area and the train running distance L obtained from the checking areaSchoolAnd comparing to detect the abnormal condition of the odometry area. For example, if L is greater than LSchoolIf the number exceeds a certain range, the situation that the distance counting shielding area of the distance counting area is damaged and the like is shown, so that the actual optical signal number exceeds the expected optical signal number; if L is less than LSchoolIf the number of the optical signals exceeds a certain range, the situation that the distance counting transmission area of the distance counting area is blocked is indicated, and the number of the actual optical signals is less than the number of the expected optical signals.
In the embodiment provided by the present invention, the structures of the distance-measuring shielding region and the distance-measuring transmission region of the distance-measuring region and the checking shielding region and the checking transmission region of the checking region corresponding thereto are the same, and correspond up and down (as shown in fig. 1 and fig. 2, the distance-measuring region is above, and the checking region and the coding region are below), and the mobile positioning device counts the number of the distance-measuring shielding region or the distance-measuring transmission region of the distance-measuring region, and correspondingly counts the number of the checking shielding region or the checking transmission region of the checking region; the number of the transmission areas can be counted and checked while the number of the programmed shielding areas is counted; the number of the shielding areas can be checked while the number of the transmission areas is counted. In addition, according to the present disclosure, it is easily conceivable that the structures of the log shielding region, the log transmitting region, and the check shielding region and the check transmitting region of the log region may be different.
In yet another embodiment of the present invention, as shown in fig. 3, the fixed positioning device comprises a metering area and a coding area, wherein the metering area and the coding area both comprise a shielding area and a transmission area (the shielding area and the transmission area of the coding area can be respectively called a coding shielding area and a coding transmission area), and a coding blind transmission area is further arranged on the coding area for coding. The coding region is generally arranged in parallel with the metering region or the checking region (the coding shielding region corresponds to the shielding region of the metering or checking region one by one, and the coding transmission region or the blind transmission region corresponds to the transmission region of the metering or checking region one by one), when a transmission light beam (short for light beam) generated by a light beam generator passes through the coding transmission region, the coding value corresponding to the coding transmission region is recorded as a first coding value; and when the light beam is shielded by the coding blind transmission area, recording the coding value corresponding to the coding blind transmission area as a second coding value, thereby generating a coding string.
For example, when a train runs, a single light pulse signal received by a photoreceptor in a scanning odometry area (or a verification area arranged in parallel) is taken as a beat, and within a certain range before and after a time point when the photoreceptor receives the pulse signal, whether the photoreceptor in a scanning coding area also receives the light pulse signal is judged, if so, the coding value is 1 (a light beam passes through a coding transmission area), otherwise, the coding value is 0 (the light beam is shielded by a coding blind transmission area), and thus, a string of binary codes is obtained; and inquiring the position of the corresponding reference point according to the binary code, and using the position as the reference point or forecast point for train positioning. Such as a code string 110110001 (shown in fig. 3) composed of 1, 0 (or other codes), and further identifies the location of the code area where the train is located (each code area has a preset unique code string, and the code area can be determined according to the code string, so as to determine the actual location of the train reference point or the forecast point), thereby ensuring the continuous and accurate positioning of the train.
Train positioning can be continuously corrected by utilizing the train positioning reference point, and error accumulation is prevented. Setting an Nth reference point position Rn where the train passes, wherein the train running section distance calculated by the measuring area in the time before the train reaches an (N + 1) th reference point position is Ln, and the accurate position P of the train is the sum of the Nth reference point position Rn where the train passes and the train running section distance Ln (calculated by the measuring area), namely P is Rn + Ln, wherein the reference point position Rn corresponds to a determined coding string and a position known in advance (for example, the reference point is set to a certain position of a Beijing Western-style station in advance). The train positioning error is controlled in a section by dynamically updating the train positioning mode in real time according to the nearest reference point where the train passes, so that the error is prevented from being continuously accumulated along with the running of the train.
In another embodiment of the present invention, as shown in fig. 1, the fixed positioning device is divided into a distance measuring area, a checking area and a coding area, and arranged up and down, but not limited to this arrangement, for example, three areas may be arranged in three layers, one above the other, one in middle of the other, as long as the functions of the three areas are achieved, and all of the three areas are within the scope of the present invention.
According to the above description of the embodiment of the present invention, it is conceivable that the fixed positioning device may be divided into a distance measuring area and a checking area, so that checking can be implemented to ensure the accuracy of distance measuring, and the accuracy of train positioning is ensured in the case that the departure point is used as the reference point of positioning calculation; or the train positioning system can be divided into a distance-measuring area and a coding area, so that the coding of the fixed positioning device can be realized, the coding position where the train runs can be conveniently identified, and the accuracy of train positioning can be realized; or the distance counting area, the checking area and the coding area can be simultaneously set to determine the running distance of the train, and meanwhile, the continuous and accurate positioning of the train is better realized due to the checking function and the coding positioning function of quantity statistics.
In yet another embodiment, as shown in FIG. 1, the mobile positioning device includes a photoreceptor and a light beam generator that generates a light beam that passes through the transmissive region to impinge on the photoreceptor, which is capable of recording and counting received light signals. Wherein the light beam may be infrared light or the like. Preferably, the photoreceptor is a photosensor. In the running process of the train, the light sensor and the light beam generator move along with the movement of the train, so that the fixed positioning device discontinuously blocks a light path from the light beam to the light sensor to form N light pulse signals, and the light sensor records, counts and analyzes the light pulse signals to realize the accurate positioning of the train.
Further, the light beam generator generates two light beams, and the photoreceptors are capable of counting the number of times of irradiation of the two light beams, respectively. Preferably, the first light beam irradiates on the photoreceptor through the recording transmission area of the recording area to realize photosensitive counting, and simultaneously, the second light beam irradiates on the photoreceptor through the transmission area of the checking or encoding area to realize photosensitive counting. The light beam is not limited to two beams as long as the light beam can be caused to sweep through the odometry zone, the verification zone and the encoding zone. For example, a third light beam may be included, such that the second light beam illuminates the photoreceptor through the transmissive region of the verification region to perform the verification function, and the third light beam illuminates the photoreceptor through the transmissive region of the code region to perform the encoding function. In the invention, the light beams passing through the distance measuring area, the checking area and the coding area can be generated by the same light beam generator, and also can be generated by different light beam generators, such as three different light beam generators, and the number of the light beam generators is not limited.
In the invention, the checking of the checking area can adopt two means, one means is that under the general condition (the widths of the transmission area and the shielding area of the distance counting area and the checking area can be unequal or can not be in one-to-one correspondence), the train running distance is respectively calculated in real time by using the checking area and the distance counting area, and the deviation of the two areas exceeds a certain limit value, which indicates that the distance counting area has the conditions of light shield damage or transmission area blockage and the like; the other mode is that under the condition that the widths of the transmission area and the shielding area of the distance measuring area and the checking area are equal and are in one-to-one correspondence, the time points of the optical pulse signals of the distance measuring area and the checking area are recorded and detected, and if the duration time and the triggering time point deviation of the single optical pulse signals of the distance measuring area and the checking area exceed a certain range, the conditions that the light shielding plate is damaged or the transmission area is blocked and the like occur in the distance measuring area are represented.
The invention also provides a continuous real-time positioning method of the train, which comprises the following steps: s100, in the running time T process of the train, the mobile positioning device counts the number N11 of the shielding areas or the number N12 of the transmission areas of the odometry area; s200, calculating the running distance L and the running speed V of the train according to the distance D1 between two adjacent shielding areas and the distance D2 between two adjacent transmission areas, wherein L is N11 multiplied by D1 or L is N12 multiplied by D2, and V is L/T; taking the starting point of the train as a reference point, the running distance L can be used for representing the position of the train.
Further comprising the steps of: s300, counting the number N21 of the shielding areas and/or the number N22 of the transmission areas of the checking area by the mobile positioning device, and calculating the corrected train running distance LSchool，LSchoolN21 × D21 or LSchoolN22 × D22, according to LSchoolAnd judging whether the log area is abnormal or not according to the relation with the L.
The continuous real-time train positioning method further comprises the following steps:
s310, at a train positioning reference point, presetting a corresponding code by utilizing an effective combination of a code transmission area and a code blind transmission area, detecting an optical signal by a photoreceptor when a light beam generated by a light beam generator passes through the code transmission area, and generating a first code value according to the optical signal; when the light beam generated by the light beam generator is shielded by the blind transmission area and the light signal is not detected, a second code value is generated, a binary code string is formed by combining the two codes, and the actual position of the positioning reference point where the train passes can be inquired;
s320, when the train passes through the nth reference point position Rn and before the train reaches the (N + 1) th reference point position, the train operating interval distance calculated by the odometer is Ln (the operating distance after the train passes through the nth reference point), and the train precise position P is the sum of the nth reference point position Rn through which the train passes and the train operating interval distance Ln, that is, P is Rn + Ln.
The continuous real-time train positioning method further comprises the following steps:
s400, continuously updating the position Rn of the nearest reference point where the train passes and the distance Ln of the train running section after the train passes the nearest reference point in the running process of the train, and updating the accurate position P of the train to be Rn + Ln, so that the continuous real-time positioning of the train is realized.
The movable positioning device comprises a photoreceptor and a light beam generator, wherein a light beam generated by the light beam generator passes through the transmission area to irradiate the photoreceptor, and the photoreceptor records and counts received optical signals.
The coding area is generally set at a reference point (the reference point can be set at a position close to a station or a signal machine and the like) in a line, and the main function of the invention is to facilitate a train to identify the reference point (the actual position of the reference point is known) from the code through a mobile positioning device, so that the reference point and the calculated train running distance are used for jointly determining the real-time position of the train on one hand; on the other hand, the method can also be used for predicting signal lamps or station positions. The principle of the coding region is that a single light pulse signal received by a photoreceptor of a scanning odometry region (or a parallel verification region) is used as a beat, whether the photoreceptor of the scanning coding region also receives the light pulse signal is judged within a certain range before and after the time point when the photoreceptor receives the light pulse signal, if the photoreceptor receives the light pulse signal, a first coding value (which can be set to be 1) is generated, otherwise, a second coding value (which can be set to be 0) is generated, and therefore a string of binary codes is obtained; and inquiring according to the binary code to obtain the actual position of the reference point where the train passes.
In the embodiment shown in fig. 3, the coding region is provided with a coding shielding region, a coding transmission region and a coding blind transmission region. In the train running overshoot, in a certain time range when the light beam penetrates through the programming transmission area of the programming area each time (namely, the light sensor receives the first light beam signal), if the light sensor also receives the second (or third) light beam signal penetrating through the coding transmission area at the same time, a first code value 1 is generated, and if the light sensor does not receive the second (or third) light beam signal (shielded by the blind transmission area), a second code value 0 is generated, so that a binary code string is formed. The following table shows that within the range of the coding region, the photoreceptor detects the first light beam signal passing through the programming transmission region for 9 times, and the photoreceptor generates a coding value by judging the condition of the coding region corresponding to each light beam signal passing through the programming transmission region, as shown in the following table, the finally formed binary coding string is 110110001, and the reference point position corresponding to the coding string freight value is determined according to the coding string freight value.
The coding region provided by the invention can realize continuous real-time positioning of the train and can prevent the accumulation of positioning errors. For example, 10 reference points are arranged along a railway, each reference point is provided with an encoding area, and the interval between the reference points can be equal distance or unequal distance, for convenience of explaining the concept of the invention, the encoding areas of the reference points are arranged at even intervals of 10KM, and binary encoding strings from the 1 st encoding area to the 10 th encoding area are sequentially arranged as 000000001, 000000010, … … and 000001010.
The train starts from the 1 st reference point, at a certain moment, the passing nearest reference point code string is 000000010, and the train is known to pass the 2 nd reference point (000000010 corresponds to decimal number 2), and the reference point is located at 10KM away from the 1 st reference point. If the number of the passing schedule-keeping blocking areas is 2000 and the distance between the adjacent schedule-keeping blocking areas is 0.1M after the train is at the reference point, the current train position is 10.2KM away from the 1 st reference point (10KM +0.2KM is 10.2 KM); when the train reaches the next reference point (corresponding to the code 000000011), the train position calculation is performed again according to the reference point, so as to prevent the error from being accumulated continuously. In addition, under the condition that the coding regions are not evenly spaced, the coding region can be determined according to the read coding string of the coding region because the coding string of each coding region is unique and the reference point where the coding string is located is unique, the position of the reference point can be determined in the same way, and then the train position is calculated.
In particular, in another embodiment of the present disclosure, in order to prevent the reference point identification error caused by the problems of the transmission region blocking or shielding region damage occurring in the coding region and the positioning deviation caused thereby, the binary coding of the reference point may be repeated R times (R is preferably an odd number of 3 or more) to form a new coding string as the coding region, and when the positioning device is moved to identify, the new coding string is re-split and subjected to redundancy check, so as to improve the accuracy of the identification. For example, the binary code of a certain reference point is 1000000000, and the code string of the reference point is repeated 3 times as the preset code of the code area, i.e., 100000000010000000001000000000. When the mobile positioning device carries out code identification, the code string 3 is further equally divided. And in the 3 parts of code strings, the code string with the repetition times more than half is taken as the identified reference point code, and reference point coordinate query is carried out according to the reference point code, so that the positioning accuracy and the risk resistance are improved.
The train continuous positioning system and the method provided by the invention not only can be suitable for various rail transit systems, but also have the characteristics of low construction cost and low maintenance cost, can achieve high positioning precision, and can be personalized by a user according to the actual positioning precision requirement so as to further reduce the cost and have stronger flexibility.
The present invention is exemplified by the above embodiments, but those skilled in the art will recognize that the present invention can be implemented in all ways that can achieve accurate positioning of a train by means of a photoreceptor and a shading device without departing from the basic inventive concept of the present invention, and these are within the scope of the present invention.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. The utility model provides a continuous real-time positioning system of train which characterized in that: the device comprises a mobile positioning device and a fixed positioning device, wherein the mobile positioning device is arranged on the train, and the fixed positioning device is fixed on a line; when the train runs, the mobile positioning device generates light beams by using the light beam generator, detects and records light signals by using the photoreceptor, identifies the reference point where the train passes and counts the corresponding train running distance according to the light and shade change condition of the light signals influenced by the fixed positioning device in the running process of the train, thereby realizing the continuous real-time positioning of the train,
the fixed positioning device further comprises a check region and/or a coding region,
the checking area comprises a checking shielding area and a checking transmission area which are arranged at a preset interval,
the coding region consists of a coding shielding region, a coding transmission region and a coding blind transmission region.
2. The continuous real-time train positioning system of claim 1, wherein: the fixed positioning device comprises a distance metering area, the distance metering area comprises a distance metering shielding area and a distance metering transmission area, and the distance metering shielding area and the distance metering transmission area are arranged at a preset interval.
3. The continuous real-time positioning system for the train as claimed in claim 2, wherein when the train is running, the mobile positioning device counts the number of the distance-measuring shielding areas and/or distance-measuring transmission areas of the distance-measuring area to calculate the running distance and running speed of the train, and can realize continuous positioning.
4. The continuous real-time train positioning system of claim 1, wherein: when the train runs, the mobile positioning device also counts the number of checking shielding areas and/or checking transmission areas of the checking area, calculates a checking value of the running distance of the train, compares the checking value with the running distance of the train, and realizes checking and abnormal detection of the odometer area.
5. The continuous real-time train positioning system as claimed in claim 1, wherein the coding region is configured to preset a corresponding code at a train positioning reference point through a reasonable combination of the coding transmission region and the coding blind transmission region, so that the train can read the code during operation, thereby identifying the position of the reference point passed by.
6. The continuous real-time train positioning system of claim 5, wherein: generating a first encoded value as the light beam passes through the encoded transmissive region; when the light beam is shielded by the coding blind transmission area, a second coding value is generated, the second coding value and the coding blind transmission area are combined in a certain sequence to form a binary coding string, and the train inquires the position of a reference point according to the read binary coding string, so that the position of the train is updated and calibrated in real time by utilizing the position of the reference point.
7. The continuous real-time train positioning system of claim 1, wherein: and the light beam generated by the light beam generator passes through the distance counting transmission area, the checking transmission area or the coding transmission area and irradiates the light sensor, and the light sensor records and counts the received light signals.
8. A continuous real-time positioning method for a train is characterized by comprising the following steps: the method comprises the following steps of measuring distance, measuring speed and positioning:
s100, in the running time T process of the train, the mobile positioning device counts the number N11 of the shielding areas or the number N12 of the transmission areas of the odometry area;
s200, calculating the train running distance L, wherein L is N11 multiplied by D1 or L is N12 multiplied by D2, and simultaneously calculating the train running speed V is L/T according to the distance between two adjacent shielding areas D1 and the distance between two adjacent transmission areas D2; taking the train starting point as a reference point, the running distance L is used for representing the train position; the exception detection of the odometry area is realized through the following steps:
s300, counting the number N21 of check shielding areas and/or the number N22 of transmission areas of the check area by the mobile positioning device, and calculating the corrected train running distance LSchool，LSchoolN21 × D21 or LSchoolN22 × D22, according to LSchoolThe relation with L judges whether the log area is abnormal or not.
9. The continuous real-time train positioning method according to claim 8, characterized in that: the train is accurately positioned through the following steps:
s310, at a train positioning reference point, presetting a corresponding code by utilizing an effective combination of a code transmission area and a code blind transmission area, detecting an optical signal by a photoreceptor when a light beam generated by a light beam generator passes through the code transmission area, and generating a first code value according to the optical signal; when the light beam generated by the light beam generator is shielded by the coding blind transmission area, the light sensor does not detect the light signal, a second coding value is generated, a binary coding string is formed by combining the two codes, and the actual position of the positioning reference point where the train passes can be inquired;
and S320, when the train passes through the Nth reference point position Rn and before the train reaches the (N + 1) th reference point position, calculating by the odometer to obtain a train running interval distance Ln, wherein the accurate position P of the train is the sum of the Nth reference point position Rn passed by the train and the train running interval distance Ln, namely P is Rn + Ln, and Ln is the running distance of the train passing through the Nth reference point.
10. The continuous real-time train positioning method according to claim 9, characterized in that: the continuous real-time positioning of the train is realized through the following steps:
s400, continuously updating the position Rn of the nearest reference point where the train passes and the distance Ln of the train running section after the train passes the nearest reference point in the running process of the train, and updating the accurate position P of the train to be Rn + Ln, so that the continuous real-time positioning of the train is realized.
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