DE102019105662A1 - Method for locating a vehicle on a roadway - Google Patents

Abstract

In the method for locating a vehicle on a track, in particular a track-guided vehicle on a track and preferably a train on a track, by means of radio signals, the vehicle is equipped with two receiving antennas for receiving radio signals, wherein a radio signal is emitted by a base station, which is received time-delayed by the two receiving antennas. The position of the vehicle is defined by the difference of the reception times at which the two receiving antennas receive the radio signal of the base station, according to the principle of TDOA (Time Difference of Arrival) measurement with two base stations, namely the aforementioned real existing base station and another virtual / imaginary, which is offset by the baseline vector between the two receiving antennas to the aforementioned real base station.

Description

The invention relates to a method for locating a vehicle on a route, in particular by means of radio signals. In this case, the vehicle is preferably a track-bound vehicle, and preferably a train on a track, wherein the localization takes place by means of radio signals of a single base station. Basically, the type of base station can be arbitrary (5G, LTE, GSM, DVB-T etc.).

The localization with radio signals is based in many cases on the principle of multilateration, i. the measurement of distances between a mobile receiver to multiple base stations with known positions.

mit den Empfangszeitpunkten T₁ für Basisstation 1 und T₂ für Basisstation 2 und dem Sendezeitpunkt T₀ . Multipliziert man diese Gleichung mit der Lichtgeschwindigkeit c, so ergibt sich $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{p}}_{{\text{BS}}_{\text{1}}}\Vert -\Vert {\text{p}}_{\text{F}}-{\text{p}}_{{\text{BS}}_{\text{2}}}\Vert$$

und der Zusammenhang zwischen der TDOA-Messung und der Empfängerposition p_F und den Positionen der Basisstationen p_{BS 1,2} wird erkennbar. Die Empfängerpositionen, die diese Gleichung erfüllen, beschreiben eine Hyperbel mit Brennpunkten in den zwei Basisstationen. Für die 2-D Lokalisierung werden mindestens zwei TDOA-Messungen benötigt, d.h. drei empfangbare Basisstationen. Die Empfängerposition befindet sich dann im Schnittpunkt der zwei resultierenden Hyperbeln.The distances are measured over the duration of the radio signals. This requires that the transmission time of the signal is known. In general, however, this is not known or this information is not included in the transmitted signal. Therefore, in mobile radio systems for the location of the measurement of time differences of time (TDOA)) is used. For TDOA measurements, the receiver to be located compares the difference in signal propagation time to two time-synchronized base stations. The TDOA measurement ΔT can be written as $$\mathrm{\Delta }\text{T}=\left({\text{T}}_1-{\text{T}}_{\text{0}}\right)-\left({\text{T}}_{\text{2}}-{\text{T}}_0\right)=\text{T}1-\text{T2}$$

with the reception times T ₁ for base station 1 and T ₂ for base station 2 and the sending time T ₀ , If one multiplies this equation by the speed of light c, the result is $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{<figure-callout id="1" label="p BS" filenames="DE102019105662A1\_0008.png,DE102019105662A1\_0010.png" state="{{state}}">p </figure-callout>}}_{{\text{BS}}_{}}\Vert -\Vert {\text{p}}_{\text{F}}-{\text{<figure-callout id="2" label="p BS" filenames="DE102019105662A1\_0010.png" state="{{state}}">p </figure-callout>}}_{{\text{BS}}_{}}\Vert$$

and the relationship between the TDOA measurement and the receiver position p _F and the positions of the base stations p _{BS 1.2} becomes recognizable. The receiver positions that satisfy this equation describe a hyperbola with foci in the two base stations. For 2-D localization, at least two TDOA measurements are needed, ie, three receivable base stations. The receiver position is then at the intersection of the two resulting hyperbolas.

The application of the TDOA measurement to the location of vehicles is, for example, in AT 519 082 A1 and EP 1 905 662 B1 described.

The known TDOA measurement disadvantageously requires a plurality of time-synchronized base stations or in the TDOA measurement method, the transmission time of the radio signal must be known.

In DE 197 01 800 A1 a device for detecting local errors in a satellite-based navigation system for the self-location of a track-guided vehicle is described, wherein for this purpose, in contrast to a TDOA measurement, a TOA measurement of the satellite signals is performed. The location of the track-guided vehicle is not determined by a TDOA measurement. In JP 2016 194 497 A A method of locating tracked vehicles is described, operating on GNSS signals and velocity vectors.

The object of the invention is to provide a method for locating a vehicle by means of radio signals, which does not have the disadvantages described above.

• - ein Fahrzeug mit zwei Empfangsantennen zum Empfangen von Funksignalen bereitgestellt wird, wobei der Abstand der beiden Empfangsantennen bekannt ist,
• - von einer Basisstation ein Funksignal ausgesendet wird, wobei die Position der Basisstation relativ zum Fahrweg bekannt ist,
• - das Funksignal zeitversetzt von den beiden Empfangsantennen empfangen wird,
• - der Zusammenhang der Position des Fahrzeugs und der Position der Basisstation definiert ist auf Grund der Differenz der Empfangszeitpunkte, zu denen die beiden Empfangsantennen das Funksignal der Basisstation empfangen, und zwar gemäß der Formel $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{p}}_{\text{BS}}\Vert -\Vert {\text{p}}_{\text{F}}-\left({\text{p}}_{\text{BS}}-b\right)\Vert$$
  
  mit
  • ΔT als Differenz der Empfangszeitpunkte, zu denen die beiden Empfangsantennen das Funksignal der Basisstation empfangen,
  • c als Lichtgeschwindigkeit,
  • p_F als Position des Fahrzeugs,
  • p_BS als Position der Basisstation,
  • b als Baseline-Vektor zwischen den beiden Empfangsantennen des Fahrzeugs, der den Abstand zwischen den beiden Empfangsantennen und die Orientierung dieses Abstands relativ zur Basisstation beschreibt, und
  • (p_BS - b) als Position einer um den Baseline-Vektor b zur Basisstation versetzten, virtuellen Basisstation,
• - wobei die Position des Fahrzeugs als der Schnittpunkt des Fahrwegs mit einer Hyperbel ermittelt wird, deren einer Brennpunkt gleich der Position der Basisstation ist und deren anderer Brennpunkt gleich der um den Baseline-Vektor gegenüber der Position der Basisstation versetzten Position, d.h. gleich der Position der virtuellen, nur gedachten, nicht existenten, Basisstation, ist.

To achieve this object is according to a first variant of the invention, a method for locating a vehicle on a track, in particular a track-guided vehicle on a track and preferably a train on a track, in particular by means of radio signals, wherein the method

• a vehicle is provided with two receiving antennas for receiving radio signals, the distance between the two receiving antennas being known,
• a base station transmits a radio signal, the position of the base station relative to the track being known,
• the radio signal is received in a time-delayed manner from the two receiving antennas,
• - The relationship of the position of the vehicle and the position of the base station is defined due to the difference of the reception times at which the two receiving antennas receive the radio signal of the base station, according to the formula $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{p}}_{\text{BS}}\Vert -\Vert {\text{p}}_{\text{F}}-\left({\text{p}}_{\text{BS}}-b\right)\Vert$$
  
  With
  • ΔT as the difference of the reception times at which the two receiving antennas receive the radio signal of the base station,
  • c as the speed of light,
  • p _F as the position of the vehicle,
  • p _BS as the position of the base station,
  • b as a baseline vector between the two receiving antennas of the vehicle, the Describes the distance between the two receiving antennas and the orientation of this distance relative to the base station, and
  • (p _BS - b) as the position of a virtual base station offset by the baseline vector b to the base station,
• - Wherein the position of the vehicle is determined as the intersection of the guideway with a hyperbola whose one focal point is equal to the position of the base station and the other focal point is equal to the offset by the baseline vector to the position of the base station position, ie equal to the position of virtual, just imaginary, nonexistent, base station, is.

The inventive method according to the first variant operates on the principle of TDOA measurement. However, the invention makes use of the finding that the TDOA measurement with two base stations and one receiver is mathematically identical to the modification of this method according to the invention, with only a single base station and two receiving antennas with known spacing and orientation.

The localization method of this first variant according to the invention for in particular lane-guided and / or lane-bound vehicles makes it possible to localize with the signals of a single base station, but can easily be extended to several base stations. In addition to the position, the speed can also be determined. The method requires two vehicle-side receiving antennas with a known distance and a map of the traveled route. Furthermore, the receivers connected to the antennas are time-synchronized.

If both receivers receive the same signal (eg pilot signals in mobile communications), a TDOA measurement can be performed therefrom. The relationship follows with the position of the base station p _BS and the searched antenna position p _F $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{p}}_{\text{BS}}\Vert -\Vert {\text{p}}_{\text{F}}-\left({\text{p}}_{\text{BS}}-b\right)\Vert$$

ie p _F lies on a hyperbola with focal points in p _BS and ( p _BS - b ), where b is the baseline vector between the two antennas (see sketch in 1 ). The second focal point can thus be calculated from the route map, the train orientation and the antenna distance. The train orientation is usually known in rail vehicles, but can also be determined by an electronic compass. If several base stations are used, however, this can also be determined solely from the TDOA measurements.

For a continuous, stable localization, the availability of several base stations along the route is advantageous, since with increasing distance to a base station also the localization accuracy decreases. The decrease in the accuracy with increasing distance is based on the decrease of the received signal power and the deterioration of the geometry, i. as the distance increases, the TDOA measurement is only very slightly dependent on the train position. If only one base station is available, then the position in the immediate vicinity of this can be exactly and unambiguously resolved, but then worsens with increasing distance. If the vehicle has an odometry, a single base station can be used to initialize the absolute vehicle position. Then the absolute position can be continued by Dead Reckoning.

In practice, this localization problem can be solved with the help of a maximum likelihood estimator and a single measurement. However, a temporal estimation or filtering can achieve better results. In particular, a method based on a particle filter is suitable. In addition to the position, the particle filter also allows the speed and direction of travel of the vehicle to be resolved over time.

In an advantageous embodiment of the first variant of the invention can be provided that when the track cuts the hyperbole in more than one point (eg partially parallel tracks), by repeated transmission and reception of the radio signal in each case the intersection of the track with the hyperbola and thus the change in the respective current position of the vehicle on the track indicating intersections of the hyperbola is determined and from one of the potential, the respective current position of the vehicle defining intersections is identified as the current position of the vehicle when the orientation of the vehicle on the track is known. In a rail vehicle, the orientation is generally known.

In a further advantageous embodiment of the invention can be provided that determined by repeated transmission and reception of the radio signal in each case the intersection of the route with the hyperbola and thus the position of the vehicle is tracked on the track and from the speed of the vehicle is determined on the track.

As already indicated above, in a further expedient embodiment of the first variant of the invention, at least one further base station can be used, wherein successive Receiving the radio signals of the plurality of base stations in each case determines the position of the vehicle on the guideway and from the direction of travel and / or the speed of the vehicle is determined on the guideway.

• - ein Fahrzeug mit zwei Empfangsantennen zum Empfangen von Funksignalen bereitgestellt wird, wobei der Abstand der beiden Empfangsantennen und die Ausrichtung des Fahrzeugs auf dem Fahrweg bekannt sind,
• - von einer ersten und von einer zweiten Basisstation jeweils ein Funksignal ausgesendet wird,
• - das jeweilige Funksignal zeitversetzt von den beiden Empfangsantennen empfangen wird,
• - der Zusammenhang der Position des Fahrzeugs und der Position jeweils einer Basisstation definiert ist auf Grund der Differenz der Empfangszeitpunkte, zu denen die beiden Empfangsantennen das Funksignal der betreffenden Basisstation empfangen, und zwar gemäß der Formel $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{p}}_{\text{BS}}\Vert -\Vert {\text{p}}_{\text{F}}-\left({\text{p}}_{\text{BS}}-b\right)\Vert$$
  
  mit
  • ΔT als Differenz der Empfangszeitpunkte, zu denen die beiden Empfangsantennen das Funksignal der Basisstation empfangen,
  • c als Lichtgeschwindigkeit,
  • p_F als Position des Fahrzeugs,
  • p_BS als Position der jeweiligen Basisstation,
  • b als Baseline-Vektor zwischen den beiden Empfangsantennen des Fahrzeugs, der den Abstand zwischen den beiden Empfangsantennen und die Orientierung dieses Abstands relativ zur betreffenden Basisstation beschreibt, und
  • (p_BS - b) als Position einer um den Baseline-Vektor b zur betreffenden Basisstation versetzten, jeweiligen virtuellen Basisstation,
• - wobei die Position des Fahrzeugs als der Schnittpunkt einer ersten Hyperbel mit einer zweiten Hyperbel ermittelt wird, wobei die erste Hyperbel zwei Brennpunkte aufweist, von denen der eine gleich der Position der ersten Basisstation und der andere gleich der gegenüber der Position der ersten Basisstation um den Baseline-Vektor versetzten Position, d.h. gleich der Position der bezogen auf die erste Basisstation virtuellen Basisstation ist, und wobei die zweite Hyperbel zwei Brennpunkte aufweist, von denen der eine gleich der Position der zweiten Basisstation und der andere gleich der gegenüber der Position der zweiten Basisstation um den Baseline-Vektor versetzten Position, d.h. gleich der bezogen auf die zweite Basisstation virtuellen Basisstation ist.

To achieve the above object is according to a second variant of the invention, a method for locating a vehicle on a track, in particular a track-guided vehicle on a track and preferably a train on a track, in particular by means of radio signals, wherein the method

• a vehicle is provided with two receiving antennas for receiving radio signals, wherein the distance between the two receiving antennas and the orientation of the vehicle on the route are known,
• a respective radio signal is transmitted by a first and a second base station,
• the respective radio signal is received in a time-delayed manner by the two receiving antennas,
• - The relationship of the position of the vehicle and the position of each one base station is defined due to the difference of the reception times at which the two receiving antennas receive the radio signal of the respective base station, according to the formula $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{p}}_{\text{BS}}\Vert -\Vert {\text{p}}_{\text{F}}-\left({\text{p}}_{\text{BS}}-b\right)\Vert$$
  
  With
  • ΔT as the difference of the reception times at which the two receiving antennas receive the radio signal of the base station,
  • c as the speed of light,
  • p _F as the position of the vehicle,
  • p _BS as the position of the respective base station,
  • b as a baseline vector between the two receiving antennas of the vehicle, which describes the distance between the two receiving antennas and the orientation of this distance relative to the respective base station, and
  • (p _BS - b) as a position of a respective virtual base station offset by the baseline vector b to the respective base station,
• wherein the position of the vehicle is determined as the intersection of a first hyperbola with a second hyperbola, the first hyperbola having two focal points, one equal to the position of the first base station and the other equal to that of the first base station Baseline vector offset position, ie equal to the position of the base station virtual base station, and wherein the second hyperbola has two focal points, one of which is equal to the position of the second base station and the other equal to the position of the second base station position offset by the baseline vector, ie equal to the virtual base station relative to the second base station.

In this second variant of the invention, the relationship between the position of the vehicle and the position of a base station is applied to two base stations. Based on each base station, the vehicle is then located at a point of the respective hyperbola. The intersection of both hyperbolas is then equal to the current position of the vehicle. In this second variant of the invention, therefore, the relative position of the travel path to the base stations need not be known. If the route and its location to the base stations are still known, this information can be profitably included in the position determination.

In an advantageous embodiment of this second variant of the invention can be provided that tracked by repeated transmission of radio signals from both base stations and receiving the radio signals through the receiving antennas of the vehicle, the current position of the vehicle on the track and the speed of the vehicle, the orientation and / or Direction of travel of the vehicle is determined.

Finally, it is additionally possible in both variants of the invention to track the current position of the vehicle and / or its direction of travel on the travel path and / or its speed by means of methods based on Doppler effects and / or odometry and / or dead reckoning and / or or increase and / or replace the accuracy of the position detection.

The difference of the invention with the prior art is the use of two receiving antennas on the vehicle to be located. To increase the positional accuracy, the vehicle may have more than two receiving antennas, which multiple receiving antennas may be arbitrarily divided into groups of two receiving antennas, each receiving antenna may belong to more than one group of receiving antennas. For each group of receiving antennas, their distance and the orientation of this distance relative to the position of the base station (baseline vector) are known, based on the knowledge of the course of the route relative to the base station at each position of the vehicle along the route. However, at least the baseline vector for each position of the vehicle along the route can be determined from known data (for example by interpolation or the like).

Typically, the TDOA measurements consist of measurements on two spatially separated, synchronized base stations. The advantage of the method described here is that all received signals can be used for localization as long as the position of the transmitter is known. In practice, however, the accuracy depends heavily on the signal bandwidth and the channel. In the future, however, it is likely that more and more base stations (e.g., LTE-R, 5G) will be near the line to replace conventional control and security technology and provide broadband Internet to passengers. With the method described here, these signals can be used without having to demand special claims regarding the time synchronicity of the individual base stations. Since each base station in itself allows TDOA measurement, different types of base stations can be combined for positioning. Furthermore, the method described enables localization with only one base station. By using TDOA measurements, it is sufficient if the two receivers on the vehicle are synchronized and the alignment of the train with respect to the track is known. An additional speed sensor is not needed but can be included profitably in the estimation.

In principle, the method can also be extended to other vehicles which do not necessarily have to be track-guided and / or -bound. In road vehicles, the method is applicable, for example, in combination with a road map, but here the expected accuracy is lower due to the smaller antenna spacing and the fact that a vehicle can determine its position transverse to the direction of travel itself. The use of a map is only necessary if only one base station is to be used for the position estimation. For 2-D localization it is sufficient if two base stations are receivable and the orientation of the antennas in the room is known. In principle, the method can thus also be used for a ship, as long as it receives two base stations and the course (for example, determined by compass) is known.

Thus, if several base stations for the vehicle to be located are available, the route and in particular its position relative to the base stations need not necessarily be known. Two base stations are sufficient for a 2D localization, while a 3D localization requires three base stations. In particular, for the localization of an object, its travel path relative to the base stations is not necessarily known as known if several base stations are available and receivable.

The inventive method can basically be used in land, water and air vehicles, provided that they can receive radio signals from base stations during their movement.

In summary, the invention can be outlined in that in the method for locating a vehicle on a track, in particular a track-guided vehicle on a track and preferably a train on a track, by means of radio signals, the vehicle is equipped with two receiving antennas for receiving radio signals wherein from a base station, a radio signal is transmitted, which is received time-offset from the two receiving antennas. The position of the vehicle is defined by the difference of the reception times at which the two receiving antennas receive the radio signal of the base station, according to the principle of TDOA (Time Difference of Arrival) measurement with two base stations, namely the aforementioned real existing and one another virtual (imaginary, not actually existing) base station. The virtual base station is offset by the baseline vector between the two receiving antennas to the aforementioned real base station.

The main aspect of the invention is the use of a TDOA measurement to locate objects. It is essential feature of the invention that the object to be located has two receiving antennas whose distance and baseline vector should be known relative to a base station. This concept is the basis for the inventive methods as defined in the independent claims. The aforementioned aspect of the invention is also independently protectable, without the further features of the independent or dependent claims must be added.

• 1 eine Prinzipdarstellung der TDOA-Messung gemäß der Erfindung mit einer Basisstation und zwei Empfangsantennen an dem zu ortenden Fahrzeug,
• 2 schematisch ein Beispiel für die Anordnung des Schnittpunktes der durch die TDOA-Messung sich ergebenden Hyperbel,
• 3 ein Zeitdiagramm, das den 1-D-Positionsschätzfehler über die Zeit zeigt, und
• 4 den Verlauf des Geschwindigkeitsfehlers über die Zeit.

The invention will be explained again with reference to the drawing. In detail, they show:

• 1 a schematic representation of the TDOA measurement according to the invention with a base station and two receiving antennas on the vehicle to be located,
• 2 schematically an example of the arrangement of the intersection of the hyperbola resulting from the TDOA measurement,
• 3 a timing chart showing the 1-D position estimation error over time, and
• 4 the course of the speed error over time.

Based on 1 It is again clear that the modified TDOA measurement according to the invention between a single base station and two receiving antennas arranged on the vehicle is mathematically identical to the known TDOA measurement with two base stations and one receiving antenna on the vehicle. The second base station is purely virtual and thereby arranged shifted by the baseline vector between the two receive antennas to be considered according to the invention.

2 shows the example of a train going up a straight stretch. The intersection S of the hyperbola with the route (travel path) shows the train position, in the xy plane, which matches the respective TDOA measurement.

In the following, the invention and its feasibility will be demonstrated by means of a simulation. In the simulation, the train travels on a straight line (as in 2 ) past several base stations, each spaced 1 km apart. The base stations are 100 meters off the track. In the simulation, the TDOA measurements are first determined based on the true antenna position and then measurement noise is added. The antenna distance is 25 m (length of an ICE 4 wagon is ≈ 28 m). The parameters of the simulated radio system are: 1MHz bandwidth, 40dBm transmission power and isotropic antennas. The receiving environment is assumed to be an AWGN channel model (ie, a channel in which the payload is modeled with additive white Gaussian noise) and free space attenuation. The measurement noise parameters were determined using the Cramer-Rao lower bound and the signal-to-noise ratio (SNR) at the respective train position.

A particle filter is used for the position estimation. The filter is initialized so that the particles are scattered around the true position on a 1 km stretch and train orientation is known. The initial speed given to the filter has a bias of 3 m / s and the train has an unknown direction of travel. The particulate filter therefore contains particles for both directions of travel.

3 shows the resulting estimation error of the 1-D train position. This error describes the position error in the direction of the track. In the example according to 3 The train passes through a 16.7 km long, straight route with a speed of 100 km / h within 600 s. Along this route there are 16 base stations with a distance of 1 km each.

In 3 It can be clearly seen that the initial position error of more than 100m decreases rapidly and settles at values below 10 m. The level of the error is largely determined by the accuracy of the TDOA measurements, the number of base stations and the distance between them. The position accuracy is highest when the base station is between the two antennas and decreases with increasing distance to the base station.

In 4 the error of the speed estimate is shown. At the beginning of the journey, the direction of travel is not yet resolved. After approx. 30 s, the direction is determined correctly and the initial speed bias of 3 m / s is corrected. After initial large errors, the correct direction of travel can be determined and the initial speed bias corrected.

In a real system, the Doppler of the received signals can additionally be taken into account in order to further improve the speed estimation. The Doppler also contains information about the direction of travel relative to the base station. In the case of a positive Doppler, the train moves towards the base station, in the case of a negative one away from the base station. When receiving several base stations, the direction of travel and the train orientation can be determined from the Doppler. For the estimation of the orientation, it must be detected which of the two receiving antennas first passes the base station. This can be determined from the zero crossing of the Doppler. From this information and the sequence of the base station can be clearly concluded on the orientation.

Although not explicitly shown here, the method according to the invention can also be used in curves. In curves, the Euclidean distance between the receive antennas is shortened depending on the route geometry and the train position (if the receive antennas are not on the same wagon). For curved routes, this change in the Euclidean distance from the route map can be calculated.

The invention has been described above by means of examples in which a vehicle moves along a fixed route, namely on a track. It should be emphasized at this point that the invention does not necessarily require the location of a vehicle of such a travel path. Thus, the locating method according to the invention can also be used freely in the plane or in space moving vehicles such as land vehicles, vehicles on the water and in the air. Technically, this can be solved by having a ship or a land vehicle which transmits radio signals from two base stations 2D can be located, with only the orientation of the receiving antennas must be known. For the 2D localization, a compass is sufficient to determine the orientation of the ship or land vehicle in the room. The position of the said vehicle then results from the intersection of the resulting hyperbolas. However, the invention can also be applied to any number of base stations. From three base stations then a 3D localization is possible if the position of the antennas in the room is known, which is usually the case for example with airplanes.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• AT 519082 A1 [0004]
• EP 1905662 B1 [0004]
• DE 19701800 A1 [0006]
• JP 2016194497 A [0006]

Claims (7)

Method for locating a vehicle on a track, in particular a track-guided vehicle on a track and preferably a train on a track, by means of radio signals, wherein the method - a vehicle is provided with two receiving antennas for receiving radio signals, wherein the distance between the two receiving antennas is known - is emitted from a base station, a radio signal, wherein the position of the base station is known relative to the track, - the radio signal is received in time from the two receiving antennas, - the relationship of the position of the vehicle and the position of the base station is defined the difference of the reception times at which the two receiving antennas receive the radio signal base station, according to the formula $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{p}}_{\text{BS}}\Vert -\Vert {\text{p}}_{\text{F}}-\left({\text{p}}_{\text{BS}}-b\right)\Vert$$

with ΔT as the difference of the reception times at which the two receiving antennas receive the radio signal of the base station, c as the speed of light, p _F as the position of the vehicle, p _BS as the position of the base station, b as the baseline vector between the two receiving antennas of the vehicle, the Describes the distance between the two receiving antennas and the orientation of this distance relative to the base station, and (p _BS -b) as the position of a virtual base station offset by the baseline vector b to the base station, where the position of the vehicle is an intersection of the travel path with a hyperbola is determined whose one focal point is equal to the position of the base station and whose other focal point is equal to the position offset by the baseline vector from the position of the base station. Method according to Claim 1 Characterized in that, when the guideway intersects the hyperbola at more than one point, for example in partially parallel tracks, by repeatedly transmitting radio signals by the base station and receiving the radio signal by the receiving antennas of the vehicle in each case the point of intersection of the guideway with the Hyperbola and thus the change of the respective current position of the vehicle on the track indicating intersections of the hyperbola is determined and from this one of the potential, the respective current position of the vehicle defining intersections is identified as the current position of the vehicle on the track. Method according to Claim 1 or 2 , characterized in that determined by repeated transmission and reception of the radio signal in each case the intersection of the route with the hyperbola and thus the position of the vehicle is tracked on the track and from the speed of the vehicle is determined. Method according to one of Claims 1 to 3 , characterized in that at least one further base station is used and that by successively receiving the radio signals of the plurality of base stations respectively determines the position of the vehicle on the track and from the direction of travel, and / or the speed of the vehicle is determined on the track. Method for locating a vehicle on a track, in particular a track-guided vehicle on a track and preferably a train on a track, in particular by means of radio signals, wherein the method - a vehicle is provided with two receiving antennas for receiving radio signals, wherein the distance between the two Receiving antennas and the orientation of the vehicle on the guideway are known, - is emitted from a first and a second base station in each case a radio signal, - the respective radio signal is received with a time delay from the two receiving antennas, - the relationship of the position of the vehicle and the position respectively a base station is defined on the basis of the difference of the reception times at which the two receiving antennas receive the radio signal of the respective base station, according to the formula $$\text{c}\Delta \text{T}=\Vert {\text{p}}_{\text{F}}-{\text{p}}_{\text{BS}}\Vert -\Vert {\text{p}}_{\text{F}}-\left({\text{p}}_{\text{BS}}-b\right)\Vert$$

with ΔT as the difference of the reception times at which the two receiving antennas receive the base station radio signal, c as the speed of light, p _F as the position of the vehicle, p _BS as the position of the respective base station, b as the baseline vector between the two receiving antennas of the vehicle describes the distance between the two receiving antennas and the orientation of this distance relative to the relevant base station, and (p _BS -b) as the position of a respective virtual base station offset by the baseline vector b to the respective base station, wherein the position of the vehicle is determined as the intersection of a first hyperbola with a second hyperbola, the first hyperbola having two foci, one equal to the position of the first base station and the other equal to the position of a virtual base station opposite to the position the first base station is offset by the baseline vector, and wherein the second hyperbola has two foci, one equaling the position of the second base station and the other equal to the position of a virtual base station opposite the position of the second base station about the baseline Vector is offset. Method according to Claim 5 characterized in that by repeatedly transmitting radio signals from both base stations and receiving the radio signals through the receiving antennas of the vehicle tracks the current position of the vehicle on the track and the speed of the vehicle and / or the direction of travel and / or orientation on the track of the vehicle is determined. Method according to one of Claims 1 to 6 , characterized in that the current position of the vehicle and / or its direction of travel on the track and / or its speed and / or its orientation on the track tracked by working on the basis of Doppler effects and / or odometry and / or dead reckoning method and / or increased with respect to the accuracy of the position determination and / or replaced or be.

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