CN211809637U - Train positioner based on multisensor information fusion - Google Patents
Train positioner based on multisensor information fusion Download PDFInfo
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- CN211809637U CN211809637U CN201922412014.5U CN201922412014U CN211809637U CN 211809637 U CN211809637 U CN 211809637U CN 201922412014 U CN201922412014 U CN 201922412014U CN 211809637 U CN211809637 U CN 211809637U
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Abstract
The utility model relates to a train positioner based on multisensor information fusion, the main objective utilizes multisensor to mutually support the precision and the reliability that work improved train location among the rail transit. The positioning device comprises four modules, namely a data acquisition unit, a logic control unit, a data fusion unit and a data inspection unit, wherein the data acquisition module comprises a wheel axle speed sensor, an accelerometer, a Doppler radar and a point type transponder; the logic control unit comprises a fault diagnosis module and a judgment control part; the data fusion unit comprises a data processing part, a wheel diameter correction part of the wheel axle speed sensor and a Doppler radar angle correction part; the data checking unit comprises a correction module and a data transmission module. Compared with the prior art, the utility model has the characteristics of positioning accuracy is high, fault-tolerance and fail safe nature are strong.
Description
Technical Field
The utility model relates to a train positioner of multisensor information fusion belongs to rail train location field.
Background
For a train traveling at a high speed, it is necessary to accurately determine the position on the train on the track in order to provide the train with correct control information. However, in reality, external interference is inevitable, the precision and reliability of measurement are limited due to the limitation of industrial technology, and the whole system is broken down when the sensor fails, so that the required precision and reliability of train positioning by using one sensor alone are difficult to achieve. Therefore, how to provide accurate and reliable position information for high-speed trains has become a priority for train positioning.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a train positioner that continuity, accuracy and reliability are all stronger, and the interference is little in order to overcome the defect that above-mentioned prior art exists.
In order to achieve the above object, the technical scheme of the utility model is to provide a train positioner based on multisensor information fusion for realize the quick accurate positioning to the train through mutually supporting to a plurality of sensor measurement information. In a low-speed section, the wheel axle speed sensor has high measurement precision, and the Doppler radar sensor has low measurement precision due to unobvious Doppler effect; the Doppler radar sensor has high measurement accuracy in a high-speed section, and the wheel axle sensor has larger error due to more frequent idle sliding of the train at a lower speed. Therefore, the wheel axle sensor and the Doppler radar have different accuracies in different speed sections and have good complementarity.
The train positioning device based on multi-sensor information fusion comprises four modules, namely a data acquisition unit, a logic control unit, a data fusion unit and a data inspection unit; the data acquisition unit comprises a wheel axle speed sensor, an accelerometer, a Doppler radar and a transponder, wherein the wheel axle speed sensor, the accelerometer, the Doppler radar and the transponder are mutually independent; the logic control unit comprises a fault diagnosis module and a judgment control part; the data fusion unit comprises a data processing part, a wheel diameter correction part of the wheel axle speed sensor and a Doppler radar angle correction part; the data checking unit comprises a correction module and a data transmission module.
The data acquisition unit acquires data of a plurality of sensors by adopting a multi-path acquisition interface, performs preprocessing of information analysis on the data, and sends the information to the logic control unit.
The logic control layer comprises a fault diagnosis unit and a judgment control part, wherein the fault diagnosis unit receives data information of the data acquisition unit and judges whether the working state of each sensor has a fault according to the acquired information; the data passing through the fault diagnosis unit is divided into three groups by the judgment control part, and the combined data meeting the conditions are selected by the judgment control part through logic judgment and sent to the data fusion unit.
The logic control unit also comprises a wheel diameter correction unit and a transmitting angle correction unit which receive feedback information of the data fusion unit, and the wheel diameter of the wheel shaft speed sensor is corrected, and the transmitting angle of the Doppler radar is corrected and calculated.
The data fusion unit respectively carries out filtering and fusion processing on data measured by a plurality of sensors by using a computer and adopting a Kalman filtering method so as to finish detection of speed V and acceleration a, and carries out integral calculation on the fused speed values to obtain the running distance S of the train, thereby realizing train positioning and sending the fusion result to the data inspection unit.
The data checking unit is used for correcting and checking data, taking the line information and the absolute position information acquired by the ground point type transponder as reference standards, correcting the fused measured value once at a certain distance interval to improve the reliability of the positioning information, feeding the correction result back to the data fusion unit, and finally outputting the positioning information of the train, including the speed V, the acceleration a, the distance S and the corresponding line information.
Compared with the prior art, the utility model has the advantages of it is following:
1) a plurality of sensors of the data acquisition unit independently measure, information errors and information redundancy can be reduced, mutual complementation is realized, and the reliability of a measurement result is higher.
2) The fault diagnosis unit in the logic control unit firstly checks the quality of the sensor, divides the result into three groups and sends the three groups to the judgment control center for logic control, and the fault sensor is isolated, so that the positioning effectiveness of the system and the reliability of data are ensured.
3) The data fusion unit adopts a Kalman filtering algorithm to fuse the measurement information, assumes the interference signal, establishes a mathematical model of the interference signal, eliminates the measurement error and the system random error, improves the system positioning precision, and ensures continuous, reliable and stable train positioning.
4) The data inspection unit carries out data correction and integrity inspection on the fusion result, effectively ensures the positioning precision, improves the reliability and fault tolerance of the system, reduces the measurement error and improves the reliability and the positioning precision of the positioning system.
Drawings
FIG. 1 is a schematic view of a train positioning system
Fig. 2 is a system block diagram of the present invention.
Wherein: 1 is a computer control system of the train; 2, a train; 3 is an axle acceleration sensor; 4 is an accelerometer sensor; 5 is a Doppler radar sensor; 6 are the point transponder sensors N (i), N (i + j); and 7, a sleeper.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings:
as shown in fig. 1: a train positioning system based on multi-sensor information fusion is used for realizing rapid and accurate positioning of a train through fusion of measurement information of a plurality of sensors. The system comprises four modules, namely a data acquisition unit, a logic control unit, a data fusion unit and a data inspection unit.
The data acquisition unit comprises an axle speed sensor 3, an accelerometer 4, a doppler radar 5 and a click transponder 6, wherein the axle speed sensor 3, the accelerometer 4, the doppler radar 5 and the click transponder 6 are independent of each other. The data acquisition unit finishes information preprocessing work such as acquisition and analysis of multi-channel data through a multi-channel acquisition interface, meanwhile, the wheel axle speed sensor 3, the accelerometer 4 and the Doppler radar 5 transmit acquired information to the logic control unit through corresponding channels, and the point type transponder directly transmits the acquired information to the data inspection unit.
Wherein:
the speed V1 measured by the axle speed sensor 3, wherein
N represents the number of pulses sent by the sensor when the wheel rotates one circle; d represents the diameter of the train wheel; Δ n this periodic pulse measurement; t represents the tachometer period.
Acceleration a0, velocity V2 measured by the accelerometer 4, wherein
Where a0 represents the train acceleration measurement of the accelerometer;
representing a speed measuring period;
representing the horizontal angle of the accelerometer to the ground.
Velocity V3 measured by the Doppler radar 5, wherein
In the formulafrRepresenting the amount of doppler frequency shift;
representing the wavelength of the radar emission wave;θand the included angle between the radar sight line and the ground is represented.
The route information and absolute position information obtained by the spot transponder 6 include the route gradient, track section, position coordinates, maximum allowable speed of the route, and the like.
The logic control unit divides the acquired information into three groups through the fault diagnosis unit, namely, the speed V1 measured by the wheel axle speed sensor 3 and the speed V2 measured by the accelerometer 4 are combined into 1, and the speed V3 measured by the Doppler radar 5 and the speed V2 measured by the accelerometer 4 are combined into 2; the speed V1 measured by the axle speed sensor 3 and the speed V3 measured by the doppler radar 5 are combined 3.
The judgment control center selects qualified combination data to be sent to the data fusion unit through logic judgment, sets a critical speed value V0, then compares the sizes of V1 and V0, if V0 is larger than V1, the train operates in a low-speed section (if V0 is smaller than V1, the train operates in a high-speed section, namely V3> V0), at the moment, whether V2=0& & a =0 is judged to be established, if V2=0& & a =0 is established, the accelerometer 4 is in fault, at the moment, the combination 3 is connected, if V2=0& & a =0 is not established, the accelerometer is in normal operation, and at the moment, the combination 1 is connected; similarly, if V0 is smaller than V1, the train operates in a high-speed section, that is, V3> V0, at this time, it is determined whether V2=0& & a =0 is established, if V2=0& & a =0 is established, the failure of the accelerometer is indicated, at this time, the combination 3 is connected, if V2=0& & a =0 is not established, the accelerometer normally operates, at this time, the combination 2 is connected.
The logic control unit also comprises a feedback receiving unit for receiving feedback information of the data fusion unit, wherein the feedback information 101 corresponds to the correction of the wheel diameter of the axle speed sensor 3; the feedback information 102 corresponds to the correction calculation of the emission angle of the doppler radar, because the speed measurement of the doppler radar is not affected by the idle running and sliding of the wheel set, and the error source is mainly the speed measurement error caused by the error of the installation angle of the radar.
The data fusion unit respectively carries out filtering and fusion processing on data measured by a plurality of sensors by using a computer and adopting a Kalman filtering method so as to finish measurement of the speed V; integrating the fused speed V to obtain the running distance of the train
Wherein
、
The train positioning is realized for the train running time, and the fusion result is sent to the data checking unit.
The purpose of the data checking unit is to realize the correction and checking of data, becauseData may be lost or corrupted during transmission. And the data check whether the speed V, the acceleration a and the distance S of the train are missing or not, and if the speed V, the acceleration a and the distance S are missing, the data are fed back to the data fusion unit for corresponding processing. Meanwhile, in order to avoid accumulation of measurement errors, the route information and absolute position information (position coordinates) acquired by the ground point type transponder are used as reference standards, the fused route S is corrected once at certain intervals, and if the absolute position information is | S-S0<
（
To be an allowable error range), outputting train position information, otherwise, feeding back by using feedback information 103, correcting the wheel diameter of the axle speed sensor and the emission angle of the doppler radar sensor to improve the reliability of train positioning information, and finally outputting the positioning information of the train, including speed V, acceleration a, distance S and corresponding line information.
The train positioning system based on multisensor information fusion who provides to this application has carried out the detailed introduction more than, and is not used for the restriction the utility model discloses, the method still can have other multiple embodiments. Various corresponding changes or modifications can be made by those skilled in the art without departing from the spirit of the invention, and these corresponding changes or modifications are intended to be covered by the appended claims.
Claims (6)
1. A train positioning device based on multi-sensor information fusion comprises a data acquisition unit, a logic control unit, a data fusion unit and a data inspection unit; the method is characterized in that: the data acquisition unit comprises a wheel axle speed sensor, an accelerometer, a Doppler radar and a transponder, wherein the wheel axle speed sensor, the accelerometer, the Doppler radar and the transponder are mutually independent; the logic control unit comprises a fault diagnosis module and a judgment control part; the data fusion unit comprises a data processing part, a wheel diameter correction part of the wheel axle speed sensor and a Doppler radar angle correction part; the data checking unit comprises a correction module and a data transmission module.
2. The train positioning device based on multi-sensor information fusion of claim 1, wherein the data acquisition unit adopts a multi-path acquisition interface to acquire data of a plurality of sensors, preprocesses the information analysis, and sends the information to the logic control unit.
3. The train positioning device based on multi-sensor information fusion of claim 2, wherein the logic control layer comprises a fault diagnosis unit and a judgment control part, the fault diagnosis unit receives the data information of the data acquisition unit and judges whether the working state of each sensor fails according to the acquired information; the data passing through the fault diagnosis unit is divided into three groups by the judgment control part, and the combined data meeting the conditions are selected by the judgment control part through logic judgment and sent to the data fusion unit.
4. The train positioning device based on multi-sensor information fusion of claim 3, wherein the logic control unit further comprises a wheel diameter correction unit and a transmission angle correction unit for receiving feedback information of the data fusion unit, and the wheel diameter correction unit corrects the wheel diameter of the axle speed sensor and corrects and calculates the transmission angle of the Doppler radar.
5. The train positioning device based on multi-sensor information fusion of claim 1, wherein the data fusion unit utilizes a computer to perform filtering and fusion processing on data measured by a plurality of sensors respectively by using a Kalman filtering method, detects the speed V and the acceleration a to obtain a speed value, and performs integral calculation on the fused speed value to obtain the traveling distance S of the train, thereby realizing train positioning and sending the fusion result to the data inspection unit.
6. The train positioning device based on multi-sensor information fusion of claim 1, characterized in that the data checking unit corrects and checks data according to the train line information and absolute position information obtained by the ground point type transponder to perform correction on the fused measured values at regular intervals, and feeds back the correction result to the data fusion unit, and finally outputs the positioning information of the train, including speed V, acceleration a, distance S and corresponding line information.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201922412014.5U CN211809637U (en) | 2019-12-28 | 2019-12-28 | Train positioner based on multisensor information fusion |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113063413A (en) * | 2021-02-19 | 2021-07-02 | 中铁第一勘察设计院集团有限公司 | Tunnel position positioning method based on multiple sensors |
| CN113511236A (en) * | 2021-08-11 | 2021-10-19 | 上海无线电设备研究所 | High-precision sensing equipment and sensing method for motion state of rail transit train |
| WO2022097534A1 (en) * | 2020-11-05 | 2022-05-12 | 株式会社日立製作所 | Vehicle speed calculation device and vehicle speed calculation method |
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2019
- 2019-12-28 CN CN201922412014.5U patent/CN211809637U/en not_active Expired - Fee Related
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022097534A1 (en) * | 2020-11-05 | 2022-05-12 | 株式会社日立製作所 | Vehicle speed calculation device and vehicle speed calculation method |
| JPWO2022097534A1 (en) * | 2020-11-05 | 2022-05-12 | ||
| JP7383173B2 (en) | 2020-11-05 | 2023-11-17 | 株式会社日立製作所 | Vehicle speed calculation device and vehicle speed calculation method |
| CN113063413A (en) * | 2021-02-19 | 2021-07-02 | 中铁第一勘察设计院集团有限公司 | Tunnel position positioning method based on multiple sensors |
| CN113063413B (en) * | 2021-02-19 | 2023-09-19 | 中铁第一勘察设计院集团有限公司 | Tunnel position positioning method based on multiple sensors |
| CN113511236A (en) * | 2021-08-11 | 2021-10-19 | 上海无线电设备研究所 | High-precision sensing equipment and sensing method for motion state of rail transit train |
| CN113511236B (en) * | 2021-08-11 | 2023-02-28 | 上海无线电设备研究所 | High-precision sensing equipment and sensing method for motion state of rail transit train |
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