CN213008149U - Positioning control device, rail transit vehicle and positioning system - Google Patents
Positioning control device, rail transit vehicle and positioning system Download PDFInfo
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- CN213008149U CN213008149U CN202021750967.9U CN202021750967U CN213008149U CN 213008149 U CN213008149 U CN 213008149U CN 202021750967 U CN202021750967 U CN 202021750967U CN 213008149 U CN213008149 U CN 213008149U
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Abstract
The utility model discloses a positioning control device, rail transit vehicle and positioning system, the device includes: the first response transmission device is arranged at one end of the rail transit vehicle, is used for receiving the control command from the vehicle-mounted control device and responding to the control command, and is in a main working mode or a slave working mode; the second response transmission device is arranged at the other end of the rail transit vehicle and used for receiving the control command from the vehicle-mounted control device and responding to the control command, and the first response transmission device is in a slave working mode when in the master working mode, or the first response transmission device is in the slave working mode and is in the master working mode; and the vehicle-mounted control device is used for determining a control instruction corresponding to the running direction according to the running direction of the rail transit vehicle and respectively sending the control instruction to the first response transmission device and the second response transmission device. The utility model discloses a first, two answer transmission device hot backup settings, improve rail transit vehicle positioning accuracy.
Description
Technical Field
The utility model relates to a track traffic technical field especially relates to a positioning control device, track transportation vehicles and positioning system.
Background
The rail transportation technology refers to a transportation system using vehicles to run on fixed guide rails, such as trams, light rails, subways, and cloudbars.
In the related art, a set of vehicle-mounted control device and a set of response transmission device are used for controlling the Yunba. The vehicle-mounted control device and the response transmission device are arranged at the head of the vehicle, head-tail information interaction and transmission are carried out in real time, and the function of end switching of the rail transit vehicle is achieved through information interaction.
As shown in figure 1, when the Yunba enters the station and parks, the Yunba can accurately park at the station. However, as shown in fig. 2, the precision of the yunba positioning is reduced, and the vehicle cannot be accurately parked when parked.
SUMMERY OF THE UTILITY MODEL
Therefore, the utility model provides a positioning control device, rail transit vehicle and positioning system can improve rail transit vehicle's location precision effectively.
The utility model provides a positioning control device, the device includes: a first response transmission device, a second response transmission device and a vehicle-mounted control device,
the first response transmission device is arranged at one end of the rail transit vehicle and used for receiving a control instruction corresponding to the running direction of the rail transit vehicle from the vehicle-mounted control device and responding to the control instruction to be in a master working mode or a slave working mode;
the second response transmission device is arranged at the other end of the rail transit vehicle and used for receiving a control instruction corresponding to the running direction of the rail transit vehicle from the vehicle-mounted control device and responding to the control instruction, and when the first response transmission device is in a master working mode, the first response transmission device is in a slave working mode, or when the first response transmission device is in the slave working mode, the first response transmission device is in the master working mode;
the vehicle-mounted control device is used for determining a control instruction corresponding to the running direction according to the running direction of the rail transit vehicle and respectively sending the control instruction corresponding to the running direction to the first response transmission device and the second response transmission device.
In a preferred embodiment, the vehicle-mounted control device is configured to send a first control instruction to the first response transmission device and the second response transmission device when the driving direction of the rail transit vehicle takes the first response transmission device as a driving starting point, where the first control instruction is used to indicate that the first response transmission device is in a master operation mode, and the second response transmission device is in a slave operation mode.
In a preferred embodiment, the vehicle-mounted control device is further configured to send a third control command to the first response transmission device and the second response transmission device when the traveling direction of the rail transit vehicle takes the first response transmission device as a traveling starting point and the first response transmission device has a fault, where the third control command is used to instruct the first response transmission device to switch from the master operation mode to the slave operation mode, and the second response transmission device switches from the slave operation mode to the master operation mode.
In a preferred embodiment, the vehicle-mounted control device is configured to send a second control instruction to the first response transmission device and the second response transmission device when the track transportation vehicle travels in a direction with the second response transmission device as a travel starting point, where the second control instruction is used to indicate that the second response transmission device is in a master operation mode, and the first response transmission device is in a slave operation mode.
In a preferred embodiment, the on-board control device is further configured to send a fourth control command to the first response transmission device and the second response transmission device when the traveling direction of the rail transit vehicle takes the second response transmission device as a traveling starting point and the second response transmission device fails, where the fourth control command is used to instruct the second response transmission device to switch from the master operation mode to the slave operation mode, and the first response transmission device switches from the slave operation mode to the master operation mode.
As a preferred embodiment, the first response transmission device is configured to perform positioning and response loss logic processing on the rail transit vehicle according to the received first distance information when the rail transit vehicle is in the main operating mode; or when the railway traffic vehicle is in the slave working mode, the railway traffic vehicle is positioned according to the received first distance information.
As a preferred embodiment, the second response transmitting device is configured to perform positioning and response loss logic processing on the rail transit vehicle according to the received second distance information when the rail transit vehicle is in the main operating mode; or when the railway traffic vehicle is in the slave working mode, the railway traffic vehicle is positioned according to the received second distance information.
In a preferred embodiment, the device further comprises a speed detection device,
the speed detection device is arranged on wheels of the rail transit vehicle, is electrically connected with the vehicle-mounted control device, generates rail transit vehicle distance information and sends the rail transit vehicle distance information to the vehicle-mounted control device;
the vehicle-mounted control device receives the rail transit vehicle distance information and generates the running distance of the rail transit vehicle according to the rail transit vehicle distance information;
and the vehicle-mounted control device corrects the running distance of the rail transit vehicle by using the first distance information or the second distance information.
In a preferred embodiment, the speed detection device is an axle pulse speed sensor.
The utility model provides a rail transit vehicle, include positioning control device.
The utility model provides a rail transit vehicle positioning system, include rail transit vehicle.
As a preferred embodiment, the mobile terminal further includes a response device, the response device is in signal connection with the first response transmission device and the second response transmission device, and the response device is configured to generate the first distance information and the second distance information, send the first distance information to the first response transmission device, and send the second distance information to the second response transmission device.
The first response transmission device and the second response transmission device of the utility model are mutually arranged in a hot backup way, thereby improving the positioning precision of the rail transit vehicle and ensuring that the rail transit vehicle accurately stops by a station; when the first response transmission device has a fault, the second response transmission device can replace the first response transmission device to work; when the second response transmission device has a fault, the first response transmission device can replace the second response transmission device to work, so that the rail transit vehicle can continue to run; the first response transmission device and the second response transmission device can both transmit information with the response device at the first time, and the vehicle-mounted control device timely learns that the response device works normally.
Drawings
Other features, objects and advantages of the invention will become more apparent upon reading of the detailed description of non-limiting embodiments made with reference to the following drawings:
fig. 1 is a schematic view of a conventional rail transit vehicle in a first working scenario;
FIG. 2 is a schematic view of an existing rail transit vehicle in a second working scenario;
fig. 3 is a schematic structural diagram of a positioning control device according to an embodiment of the present invention;
fig. 4 is a schematic view of a rail transit vehicle according to an embodiment of the present invention in a first work scenario;
fig. 5 is a schematic view of a rail transit vehicle according to an embodiment of the present invention in a second work scenario;
fig. 6 is a schematic view of a rail transit vehicle according to an embodiment of the present invention in a third working scenario;
fig. 7 is a schematic view of a rail transit vehicle according to an embodiment of the present invention in a fourth work scenario;
fig. 8 is a schematic structural diagram of a positioning system according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and are not limiting of the invention. It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings.
It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Fig. 3 shows a schematic structural diagram of a positioning control device provided in the present embodiment, which includes a first reply transmission device 12, a second reply transmission device 13, and an in-vehicle control device 11.
Referring to fig. 4 and 5, a first response transmission device 12 is disposed at the head 101 of the rail transit vehicle 100, and the first response transmission device 12 is configured to receive a control instruction corresponding to a traveling direction of the rail transit vehicle 100 from the on-vehicle control device 11 and to be in a master operation mode or a slave operation mode in response to the control instruction.
The second response transmission device 13 is disposed at the tail 102 of the rail transit vehicle 100, and the second response transmission device 13 is configured to receive a control instruction corresponding to the traveling direction of the rail transit vehicle 100 from the on-board control device 11, and in response to the control instruction, the second response transmission device 13 is in the slave operation mode when the first response transmission device 12 is in the master operation mode, or the second response transmission device 13 is in the master operation mode when the first response transmission device 12 is in the slave operation mode.
The vehicle-mounted control device 11 is configured to determine a control command corresponding to a driving direction of the rail transit vehicle 100 according to the driving direction, and send the control command corresponding to the driving direction to the first response transmission device 12 and the second response transmission device 13, respectively.
In the present embodiment, the rail transit vehicle 100 may be a train, a high-speed rail, a subway, a Yunba, a Yun rail, or the like.
The first acknowledgment transmission device 12 includes a first acknowledgment transmission host 121, a first receiving antenna 122, and a first serial port board 123. When the rail transit vehicle 100 passes through the transponder 300, the first receiving antenna 122 senses the transponder 300 and receives the first distance information transmitted by the transponder 300. The first distance information can be fed back to the in-vehicle control apparatus 11 via the first serial port plate 123.
The second response transmission device 13 includes a second response transmission host 131, a second receiving antenna 132, and a second serial port board 133. When the rail transit vehicle 100 passes by the transponder 300, the second receiving antenna 132 senses the transponder 300 and receives the second distance information transmitted by the transponder 300. The second distance information can be fed back to the in-vehicle control device 11 via the second serial port plate 133.
The driving direction of the rail vehicle 100 includes the first response transmission device 12 as a driving start point and the second response transmission device 13 as a driving start point.
As shown in fig. 4, when the traveling direction of the rail transit vehicle 100 is from the first response transmitting device 12 as the traveling start point, the on-board control device 11 determines a first control command according to the current traveling direction, and the first control command is sent to both the first response transmitting device 12 and the second response transmitting device 13. The first response transmission device 12 responds to the first control instruction, so that the first response transmission device 12 is in a main working state, namely the vehicle-mounted control device 11 receives the first distance information, and the vehicle-mounted control device 11 positions the rail transit vehicle according to the first distance information. Meanwhile, the vehicle-mounted control device 11 corrects the running distance of the rail transit vehicle 100 at the moment by using the first distance information, so that the theoretical position of the rail transit vehicle 100 approaches the actual position.
The second response transmitting device 13 responds to the first control instruction, so that the second response transmitting device 13 is in a slave working state, namely the vehicle-mounted control device 11 can receive the second distance information, and the vehicle-mounted control device 11 positions the rail transit vehicle 100 according to the second distance information.
Compared with the single answering transmission device in fig. 1, if the answering transmission device fails, the rail transit vehicle stops to avoid the danger caused by the failure. And the utility model discloses in receive first response device 31 and second response device 32's second distance information through second response transmission device 13 to transmit to vehicle mounted control device 11, vehicle mounted control device 11 is after discerning first response transmission device trouble, switches two response transmission device's mode, can fix a position track traffic vehicle 100 according to second distance information uninterruptedly, thereby improve track traffic vehicle 100 positioning accuracy, help track traffic vehicle 100 accuracy to park by standing.
As shown in fig. 5, when the traveling direction of the rail transit vehicle 100 is from the second response transmitting device 13 as the traveling start point, the on-board control device 11 determines a second control command according to the current traveling direction, and the second control command is sent to both the first response transmitting device 12 and the second response transmitting device 13. The second response transmitting device 13 responds to the second control instruction, so that the second response transmitting device 13 is in the main working state, that is, the vehicle-mounted control device 11 receives the second distance information, and the vehicle-mounted control device 11 positions the rail transit vehicle 100 according to the second distance information. Meanwhile, the vehicle-mounted control device 11 corrects the running distance of the rail transit vehicle 100 at the moment by using the second distance information, so that the theoretical position of the rail transit vehicle 100 approaches the actual position.
Compared with the single response transmission device in fig. 2, the technical scheme in fig. 2 does not have a response transmission device at the tail of the vehicle, when the tail of the vehicle is the starting point of the driving direction, the tail of the vehicle does not receive the distance information through the second response device 32 and the first response device 31 until the response transmission device arranged at the head of the vehicle receives the distance information of the first response device 31, the position of the rail transit vehicle 100 can be located, but the position of the head of the vehicle cannot be accurately located.
In the technical scheme provided by fig. 5, when the second response transmission device is the starting point of the driving direction, the second response transmission device 13 can receive the second distance information of the second response device 32 and the first response device 31, and the vehicle-mounted control device 11 can position the rail transit vehicle 100 according to the second distance information, so as to improve the positioning accuracy of the rail transit vehicle 100; meanwhile, the vehicle-mounted control device 11 corrects the running distance of the rail transit vehicle 100 at the moment by using the second distance information of the second response device 32, so that the rail transit vehicle 100 can be parked at a stop accurately.
The first response transmitting device 12 responds to the second control instruction, so that the first response transmitting device 12 is in a slave working state, namely the vehicle-mounted control device 11 can receive the first distance information, and the vehicle-mounted control device 11 positions the rail transit vehicle 100 according to the first distance information.
In the related art: a response transmission device is arranged at the head or the tail of the vehicle, and a vehicle-mounted control device, as shown in fig. 2, makes the rail transit vehicle 100 unable to be accurately positioned, and especially the longer the length of the rail transit vehicle 100 is, the worse the positioning accuracy is, which is not favorable for the rail transit vehicle to accurately stop at a station. In the embodiment, according to the running direction of the rail transit vehicle 100, the running distance of the rail transit vehicle 100 is corrected through the first response transmission device 12, or the running distance of the rail transit vehicle 100 is corrected through the second response transmission device 13, and the first response transmission device 12 and the second response transmission device 13 are arranged in a mutual hot backup mode, so that the positioning precision of the rail transit vehicle 100 is effectively improved, and the rail transit vehicle 100 is guaranteed to be accurately parked by a station.
In some preferred embodiments, when the driving direction of the rail transit vehicle 100 is from the first response transmitting device 12 as the driving starting point and the first response transmitting device 12 is failed, the on-board control device 11 is further configured to send a third control command to the first response transmitting device 12 and the second response transmitting device 13, where the third control command is used to instruct the first response transmitting device 12 to switch from the master operation mode to the slave operation mode and the second response transmitting device 13 to switch from the slave operation mode to the master operation mode.
As shown in fig. 6, the traveling direction of the rail transit vehicle 100 takes the first reply transmission device 12 as the traveling starting point, and the first reply transmission device 12 fails, the first reply transmission device 12 cannot receive the first distance information. The in-vehicle control device 11 transmits a third control instruction to the first response transmitting device 12 and the second response transmitting device 13, and the first response transmitting device 12 causes the first response transmitting device 12 to switch from the master operation mode to the slave operation mode in response to the third control instruction.
In response to the third control command, the second response transmitting device 13 switches the second response transmitting device 13 from the operating mode to the main operating mode, that is, the on-board control device 11 can receive the second distance information, and the on-board control device 11 locates the rail transit vehicle 100 according to the second distance information. Meanwhile, the vehicle-mounted control device 11 corrects the travel distance of the rail transit vehicle 100 at this time according to the second distance information.
In the related art, if the response transmission device fails, the rail transit vehicle 100 may stop immediately to avoid danger, and when the first response transmission device 12 of the rail transit vehicle 100 of the present embodiment fails, the second response transmission device 13 operates normally, so that the rail transit vehicle 100 may continue to run.
In some preferred embodiments, when the traveling direction of the rail transit vehicle 100 takes the second response transmission device 13 as the traveling starting point and the second response transmission device 13 is failed, the on-board control device 11 is further configured to send a fourth control instruction to the first response transmission device 12 and the second response transmission device 13, where the fourth control instruction is used to instruct the second response transmission device 13 to switch from the master operation mode to the slave operation mode, and the first response transmission device 12 switches from the slave operation mode to the master operation mode.
As shown in fig. 7, the traveling direction of the rail transit vehicle 100 takes the second response transmission device 13 as the traveling starting point, and the second response transmission device 13 fails, and the second response transmission device 13 cannot receive the second distance information. The vehicle-mounted control device 11 sends a fourth control instruction to the first response transmission device 12 and the second response transmission device 13, the first response transmission device 12 responds to the fourth control instruction, so that the first response transmission device 12 is switched from the working mode to the main working mode, namely the vehicle-mounted control device 11 can receive the first distance information, and the vehicle-mounted control device 11 positions the rail transit vehicle 100 according to the first distance information. Meanwhile, the vehicle-mounted control device 11 corrects the travel distance of the rail transit vehicle 100 at this time according to the first distance information.
The second acknowledgement transmitting device 13 is responsive to a fourth control instruction to cause the second acknowledgement transmitting device to switch from the master mode of operation to the slave mode of operation.
In the related art, if the response transmission device fails, the rail transit vehicle 100 may stop immediately to avoid danger, and when the first response transmission device 12 of the rail transit vehicle 100 of the present embodiment fails, the second response transmission device 13 operates normally, so that the rail transit vehicle 100 may continue to run.
In some preferred embodiments, the positioning control device further comprises a speed detection device, which may be an axle pulse rate sensor.
The speed detection device is provided to a wheel of the rail transit vehicle 100, and the speed detection device is electrically connected to the in-vehicle control device 11. The speed detection device generates rail transit vehicle distance information and transmits the rail transit vehicle distance information to the in-vehicle control device 11. The on-vehicle control device 11 receives the rail transit vehicle distance information and generates the travel distance of the rail transit vehicle 100 from the rail transit vehicle distance information.
The in-vehicle control device 11 corrects the travel distance of the rail transit vehicle using the first distance information or the second distance information.
In some preferred embodiments, the first acknowledgment transmission device 12 is configured to perform acknowledgment loss logic processing while in the primary mode of operation.
Referring to fig. 6, the driving direction of the rail transit vehicle 100 takes the first reply transmitting device 12 as a driving starting point, and the first reply transmitting device 12 is in the main operation mode. In the operation direction, the first response transmission device 12 is located in front of the second response transmission device 13, the first response transmission device 12 transmits information with the response device 300 at the first time, and the vehicle-mounted control device 11 timely learns that the response device 300 works normally.
In some preferred embodiments, the second acknowledgement transmission means 13 is used for acknowledgement-missing logic processing when in the main mode of operation.
Referring to fig. 7, the traveling direction of the rail transit vehicle 100 takes the second response transmitting device 13 as a traveling start point, and the second response transmitting device 13 is in the master operation mode. In the running direction, the second response transmission device 13 is located before the first response transmission device 12, the second response transmission device 13 transmits information with the response device 300 at the first time, and the vehicle-mounted control device 11 timely learns that the response device 300 works normally.
In some preferred embodiments, a first cab is provided at the head 101 and a second cab is provided at the tail 102. The driving direction of the rail transit vehicle 100 takes the first response transmission device 12 as a driving starting point, and the driver switches to a first cab; the driving direction of the rail transit vehicle 100 takes the second response transmission device 13 as a driving starting point, and the driver switches to the second cab.
Referring to fig. 3 or fig. 4, a schematic structural diagram of a rail transit vehicle 100 provided in this embodiment is shown, where the rail transit vehicle 100 includes a positioning control device, a first response transmission device 12, a second response transmission device 13, an on-board control device 11, a first cab, a second cab, and a speed detection device.
The first response transmission device 12, the vehicle-mounted control device 11 and the first cab are arranged on the vehicle head 101, and the second response transmission device 13 and the second cab are arranged on the vehicle tail 102.
The speed detection device is provided to a wheel of the rail transit vehicle 100.
The first response transmission device 12, the second response transmission device 13 and the speed detection device are all electrically connected with the vehicle-mounted control device 11.
The rail transit vehicle 100 of the embodiment is arranged by mutual hot backup of the first response transmission device 12 and the second response transmission device 13, so that the positioning accuracy of the rail transit vehicle 100 is improved, and the rail transit vehicle 100 is ensured to accurately stop by a station.
Fig. 8 shows a positioning system provided by the present embodiment, which includes a transponder 300 and a rail transit vehicle 100.
A plurality of transponder devices 300 are arranged along the track extension, the transponder devices 300 being in signal connection with the first transponder transmitting device 12 and the transponder devices 300 being in signal connection with the second transponder transmitting device 13.
The transponder 300 periodically transmits the distance information. It should be noted that, the distance information received by the first acknowledgment transmission device 12 is defined as first distance information; the distance information received by the second acknowledgement transmission device 13 is defined as second distance information.
The positioning system of the embodiment is arranged by mutually hot backup of the first response transmission device 12 and the second response transmission device 13, so that the positioning accuracy of the rail transit vehicle 100 is improved, and the rail transit vehicle 100 is ensured to accurately stop by a stop.
The above description is only a preferred embodiment of the invention and is intended to illustrate the technical principles applied. It will be understood by those skilled in the art that the scope of the present invention is not limited to the specific combination of the above-mentioned features, but also covers other embodiments formed by any combination of the above-mentioned features or their equivalents without departing from the spirit of the present invention. For example, the above features and (but not limited to) technical features having similar functions disclosed in the present invention are mutually replaced to form the technical solution.
Claims (12)
1. A positioning control device, characterized in that the device comprises: a first response transmission device, a second response transmission device and a vehicle-mounted control device,
the first response transmission device is arranged at one end of the rail transit vehicle and used for receiving a control instruction corresponding to the running direction of the rail transit vehicle from the vehicle-mounted control device and responding to the control instruction to be in a master working mode or a slave working mode;
the second response transmission device is arranged at the other end of the rail transit vehicle and used for receiving a control instruction corresponding to the running direction of the rail transit vehicle from the vehicle-mounted control device and responding to the control instruction, and when the first response transmission device is in a master working mode, the first response transmission device is in a slave working mode, or when the first response transmission device is in the slave working mode, the first response transmission device is in the master working mode;
the vehicle-mounted control device is used for determining a control instruction corresponding to the running direction according to the running direction of the rail transit vehicle and respectively sending the control instruction corresponding to the running direction to the first response transmission device and the second response transmission device.
2. The apparatus according to claim 1, wherein the on-board control device is configured to send a first control command to the first response transmitting device and the second response transmitting device when the traveling direction of the rail transit vehicle is from the first response transmitting device to the traveling start point, the first control command being used to indicate that the first response transmitting device is in the master operation mode, and the second response transmitting device is in the slave operation mode.
3. The apparatus according to claim 2, wherein the on-board control device is further configured to send a third control command to the first response transmitting device and the second response transmitting device when the traveling direction of the rail transit vehicle is from the first response transmitting device as a traveling starting point and the first response transmitting device is failed, the third control command being configured to instruct the first response transmitting device to switch from the master operation mode to the slave operation mode, and the second response transmitting device to switch from the slave operation mode to the master operation mode.
4. The apparatus according to claim 1, wherein the on-board control device is configured to send a second control command to the first response transmission device and the second response transmission device when the track transportation vehicle travels in a direction from the second response transmission device as a travel starting point, the second control command being used to indicate that the second response transmission device is in a master operation mode and the first response transmission device is in a slave operation mode.
5. The apparatus according to claim 4, wherein the onboard control device is further configured to send a fourth control command to the first response transmission device and the second response transmission device when the traveling direction of the rail transit vehicle takes the second response transmission device as a traveling starting point and the second response transmission device fails, the fourth control command being used for instructing the second response transmission device to switch from the master operation mode to the slave operation mode, and the first response transmission device to switch from the slave operation mode to the master operation mode.
6. The device of claim 1, wherein the first response transmitting device is configured to perform positioning and loss of response logic processing on the rail transit vehicle according to the received first distance information when in the main operating mode; or when the railway traffic vehicle is in the slave working mode, the railway traffic vehicle is positioned according to the received first distance information.
7. The device of claim 1, wherein the second acknowledgement transmitting device is configured to perform positioning and acknowledgement loss logic processing on the rail transit vehicle according to the received second distance information when in the main operating mode; or when the railway traffic vehicle is in the slave working mode, the railway traffic vehicle is positioned according to the received second distance information.
8. A device according to claim 6 or 7, characterized in that the device further comprises speed detection means,
the speed detection device is arranged on wheels of the rail transit vehicle, is electrically connected with the vehicle-mounted control device, generates rail transit vehicle distance information and sends the rail transit vehicle distance information to the vehicle-mounted control device;
the vehicle-mounted control device is used for receiving the rail transit vehicle distance information and generating the running distance of the rail transit vehicle according to the rail transit vehicle distance information; and correcting the running distance of the rail transit vehicle according to the first distance information or the second distance information.
9. The apparatus of claim 8, wherein the speed detection device is an axle pulse tachometer sensor.
10. A rail transit vehicle comprising a positioning control device according to any one of claims 1-9.
11. A rail transit vehicle positioning system comprising the rail transit vehicle of claim 10.
12. The positioning system according to claim 11, further comprising a response device in signal connection with the first response transmitting device and the second response transmitting device, respectively, the response device being configured to generate the first distance information and the second distance information, and to send the first distance information to the first response transmitting device and the second distance information to the second response transmitting device.
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| CN202021750967.9U CN213008149U (en) | 2020-08-20 | 2020-08-20 | Positioning control device, rail transit vehicle and positioning system |
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| CN202021750967.9U CN213008149U (en) | 2020-08-20 | 2020-08-20 | Positioning control device, rail transit vehicle and positioning system |
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