RU2809391C1 - Method for estimating position of vehicle, mainly high-speed train, and device for estimating position of vehicle, mainly high-speed train - Google Patents

Abstract

FIELD: railroad engineering.

SUBSTANCE: group of inventions relates to determining the location or identification of the rolling stock. A method for estimating the location of a vehicle, mainly a high-speed train, consists in monitoring the actual movement of the vehicle along the route by constructing a matrix of the actual length of the route travelled and comparing it against the matrix of the specified route. At the same time, connectivity matrices are constructed for a set of straight sections and radii of turning sections of the route. The actual route of the vehicle is plotted out iteratively and in stages. Determine the coordinates and distances to the characteristic geographical landmarks, measure the distance and speed of approach to the vehicle in front, and determine the maximum permitted distance for passing along the way. Also claimed is a device for estimating the location of the vehicle, mainly a high-speed train.

EFFECT: expanded functionality of the device for assessing the location of the vehicle.

2 cl

Description

The present invention relates to the field of monitoring the movement of high-speed vehicles, mainly for determining the location of a high-speed train along a route.

High-speed rail is the direction of development of world railways, as well as the common need of all countries to develop high-speed transportation.

With the rapid development of high-speed railway construction and high-speed railway core technology of a number of European countries and China, the technical speed of high-speed railway continues to increase, and with the increase of the technical speed of high-speed railway, increased requirements for traffic safety are imposed.

A number of countries are considering the possibility of improving safety by using high-speed wireless mobile communications to determine the location of vehicles. Since the current level of high-speed wireless mobile communication in the world still has a large gap compared with the level of public mobile communication, especially in the high-speed mobile field, the coverage area of the high-speed train network faces serious challenges. It is generally accepted in the art that conventional high-speed wireless mobile communications have three major technical difficulties. Firstly, in a high-speed train, there is a large signal loss when passing into the vehicle body, Doppler frequency shift and extremely short switching time of the mobile terminal. China's high-speed trains adopt a completely enclosed vehicle body structure, and the loss of wireless signals in the process of passing through the vehicle body is large. In particular, as vehicle speed increases, transmission loss also increases, leading to low terminal switching success rate, poor wireless signal coverage in a high-speed railway car, etc. Secondly, in the high-speed mobile field, as the speed of high-speed railway train continues to increase, the Doppler frequency shift effect becomes more and more obvious, leading to a number of problems such as wireless signal shifts, network access difficulties, increased data transmission error rates and a decrease in the percentage of successful handover attempts. Third, in the high-speed mobile field, the cell traversal time of the mobile terminal is shorter than the handover response time of the mobile terminal, which may cause the mobile terminal to pass through the overlap area before the handover is completed, thereby causing network problems such as being out of the network, call drop and cell handover failure, which affects the user's perception of services.

In view of the technical difficulties currently encountered by wireless mobile communications for high-speed railways, for example, the National Railway Administration of China, major mobile operators, research institutes of major universities, etc. have sent a large number of technologies, personnel and financial funds to study and improve the problems of coverage and performance of wireless networks in high-speed railway cars in the high-speed mobile field and proposed many solutions for communication systems for high-speed railways, such as the LongTimeEvolutionAdvanced (LTE) communication scheme, wherein the LTE communication scheme provides a wireless mobile communication system with high data rate, high throughput, low latency and high spectrum utilization, and introduces various advanced technologies such as orthogonal frequency division multiplexing technology and MIMO technology, which can provide wireless access service at over 100 kbps for high-speed railway train moving at a speed of 350 km/h. However, in the high-speed mobile field, the LTE network in high-speed railway cars still faces the usual problems such as large signal loss when passing into the vehicle body of a high-speed railway train, Doppler frequency shift and extremely short switching time of the mobile terminal. In addition, problems such as frequent cell handover and reselection, and voice call backing or redirection need to be addressed.

Therefore, the technical challenge that currently needs to be solved is how to design an acceptable mobile communication system for high-speed railways in the high-speed mobile field, so as to realize safe and reliable communication quality and provide fast and high-quality mobile communication services and experiences to numerous users. high speed railways.

Since known technical solutions (patents US No. 2005/0143868 A1, 06.30.2005 [1], CN No. 102082713 A, 01.06.2011 [2], CN No. 102752025 A, 10.24.2012 [3], CN No. 202679357 U, 01/16/2013 [4]. CN No. 203632665 U, 06/04/2014 [5], CN No. 105763257 A, 07.13.2016 [6], CN No. 106740988 A, 05.31.2017 [7]) do not fully solve this problem , then a more modernized technical solution has been proposed (patent RU No. 2776672С2, 07/22/2022 [8]), the main goal of which is to offer a communication system for high-speed railways based on power line communication technology with low cost, reliable transmission and high speed, which is designed to provide an acceptable mobile communication system for high-speed rail, to realize safe and reliable communication quality and provide fast and high-quality mobile communication services and experience to numerous high-speed rail users.

At the same time, a communication system for high-speed railways based on power line communication technology [8] contains many ground base stations located along the line, a pantograph-catenary system located above the high-speed railway train, and various mobile terminals worn by passengers of high-speed railways. roads, and adjacent ground base stations are connected and communicate via cable, the ground base station is directly connected to the power line of the high-speed railway catenary through the cable, the power line of the high-speed railway catenary is overlapped and connected to the pantograph at the top of the high-speed railway train, the pantograph is connected to a visible light communication device, and the visible light communication device is wirelessly connected to various mobile terminals worn by high-speed rail passengers.

In this case, the pantograph-contact network system contains a high-speed railway contact network using power line communication technology, and a plurality of pantographs using power line communication technology.

The visible light communication device emits visible light inside the carriage and is connected to and communicates with various mobile terminals worn by high-speed rail passengers.

The visible light communication device comprises a VLC communication device connected to the pantograph and an LED lighting lamp connected to the VLC communication device and can be replaced by a universal WiFi communication device or a wired communication device, and the WiFi communication device is connected to various mobile terminals worn by passengers high-speed rail, wirelessly, or a wired communication device is connected to various mobile terminals worn by high-speed rail passengers, via wired communication. Since high-speed rail passengers sit in their seats most of the time, they can connect directly using a wired connection.

A high-speed railway train contains at least 8N cars, where N is a positive integer.

In this case, the communication signal of the ground base station is transmitted through the communication cable, the communication signal is received at the signal transmission end of the ground base station, modulated and paired with the line, and then superimposed on the power line of the high-speed railway catenary, and transmitted to the signal reception end of the ground base station located at the top of the high-speed rail train, after pairing and filtering, the modulated signal is filtered from the power line, and then demodulated and reconstructed into a data signal, and after the high-speed rail train signal is transmitted to the transmission end of the high-speed rail train signal located at the top of the high-speed railway train, it is modulated and coupled with the line, and finally superimposed on the power line in the pantograph, transmitted to the receiving end of the high-speed railway train signal of the ground station through the power line, after pairing and filtering, the modulated signal is filtered from the power line, and then demodulated and reconstructed into a data signal, and the recovered data signal is transmitted back to the ground base station via a communications cable.

This technical solution has the following advantages compared to the prior art:

In the technical solution [8] according to the invention, a power line communication technology is adopted to superimpose a transmission signal onto a power line for transmission, and thus there is no need to lay a dedicated communication line. The power transmission line of the pantograph-catenary system can be directly used for signal transmission, which can not only save material and labor costs, but also realize the requirements of high-quality communication. In addition, the normal wireless mode is replaced by a wired mode. In this way, the technical problems of poor signal quality, slow Internet access, poor quality of calls in high-speed railway cars due to the Doppler frequency shift effect, large signal loss when passing into the vehicle body of a high-speed railway train and extremely short switching time of mobile phone can be effectively avoided. terminal in wireless communication mode for high-speed railways. High domestic signal quality, fast Internet access and high call quality are realized in high-speed railway cars in the high-speed mobile field, providing high-quality mobile communication services and experiences for high-speed railway passengers in the high-speed mobile field, to meet the growing demands for data speed and quality services for passengers of high-speed railways.

At the same time, visible light transmission technology, or universal Wi-Fi communication device, or wired communication device is introduced inside the high-speed railway cars for coverage, which prevents direct connection between one mobile terminal and the ground base station, and effectively solves the problem of frequent cell handover and re-selection. By using the lighting LED inside high-speed railway cars as the light signal source, electromagnetic radiation and electromagnetic interference can be avoided, and it has the advantages of environmental protection, energy saving and emission reduction. In addition, the use of visible light as a signal carrier does not cause discomfort to high-speed rail passengers. In addition, the total power of the lighting LED light source inside high-speed railway cars can reach several tens of watts or more, which provides the signal power used for communication and has the potential of high-speed communication. The spectrum can be used without permission, and the problem of scarcity of available radio spectrum resources is effectively addressed. In case the VLC device is installed based on the existing LED devices of a high-speed railway train, good communication can be achieved with a simple system design and low cost.

Along with the advantages, this technical solution also has a significant drawback, which is that if the train is outside the coverage area or the area of uncertain signal reception, the proposed system will not be operational. Another disadvantage of this technical solution is the low accuracy of determining the user's location due to the presence of errors in the multi-channel data stream, which subsequently negatively affect the quality of data processing and significantly affect the final result of determining the user's location.

In addition, in the process of determining the user's location, errors in data also occur, the modification of which cannot be associated with the quality or condition of the transmitting or processing equipment, or with the number or types of channels for receiving the user's location data.

These errors in the data are caused by possible geomagnetic anomalies and excessive activity of the Earth's magnetic field, which at the user's geolocation point or along the data transmission path distorts the signal and negatively affects the accuracy of the user's location. At the same time, it is impossible to completely exclude the influence of geomagnetic activity when transmitting location data, but they can be taken into account in the process and thus affect the final quality of determining the user’s location.

To eliminate the influence of geomagnetic activity when transmitting location data, a number of similar systems have been proposed (patents CN No. 112333820 A, 02/05/2021 [9]), CN No. 108151732 A, 06/12/2018 [10], CN No. 105445776 A, 03/30/2016 [11 ], CN No. 105592420 A, 05.18.2016 [12], RU No. 2633093 C1, 10.11.2017 [13], RU No. 2776855 C1, 07.28.2022 [14]), which relate to systems for determining the user’s geolocation through the use of multiple sources various types of data such as Bluetooth, Wi-Fi, GPS and other similar means. The essence of the group of inventions [14] lies in a module for collecting geomagnetic activity data at the user’s geolocation point and subsequent filtering of the user’s location data taking into account geomagnetic activity data. The technical result to which the group of inventions is aimed is to reduce the risk of errors when determining the user's location by the user's location determination device.

Unlike analogues [9 - 13], the system [14] contains a module for collecting geomagnetic activity data, configured to obtain user location data and determine geomagnetic activity data in accordance with the user’s location data, and a module for analyzing user location data is configured to obtain data from the module for collecting geomagnetic activity data and filtering user location data taking into account geomagnetic activity data.

A significant drawback of these systems is similar to the drawback of the system [8].

Methods and systems for estimating one's own location are also known (applications JP No. 2007108043 A, 04.26.2007 [15], JP No. 2006275619 A, 10.12.2006 [16], US patents No. 9062979 B1, 06.23.2015 [17], RU No. 2611455 S1, 02/22/2017 [18], RU No. 2777308 S1, 08/02/2022 [19]).

For example, a method for estimating one's own location [19]) includes detecting a road sign near a vehicle, determining the current location of the vehicle, obtaining information about the height of the detected road sign from map data in which two-dimensional coordinate information and information about the height of the road sign are recorded. located near the road based on the relative location of the detected road sign with respect to the vehicle and the current location, and estimating the height at which the vehicle is located according to the height information obtained from the map data, and the device for estimating its own location includes a which performs automatic driving control to provide the vehicle on which the driving assistance device is installed with automatic drive without driver intervention and control of the driving assistance system to assist the driver in operating the vehicle based on traffic conditions in the vicinity of the vehicle.

The driving assistance control may include not only driving control such as automatic steering, automatic braking, constant speed driving control and lane keeping control, but also outputting a message prompting the driver to perform a steering operation or a deceleration operation.

The driving assistance device includes external sensors, internal sensors, positioning device, map database, navigation system, electronic control unit (ECU), human machine interface (HMI) and actuators.

External sensors are sensors that detect the environment around the vehicle, such as an object in the vicinity of the vehicle. External sensors may include a camera and a ranging device. The camera and ranging device detect the environment around the vehicle, such as objects existing in the vicinity of the vehicle (such as another vehicle, pedestrian, white lines such as lane boundary line and lane markings, and ground objects installed on road or in the immediate vicinity of the road, such as a traffic light, stop line, road sign, building, support, curb and pedestrian crossing), the relative position of such objects relative to the vehicle, the relative distances between the vehicle and objects, etc.

The camera may be, for example, a stereo camera. The camera may consist of monocular cameras, and by capturing images of an identical object from multiple perspectives using monocular cameras, the distance to the object can be calculated. The distance to an object can be calculated based on the ground contact position of the object detected from captured images obtained using monocular cameras.

The ranging device may be, for example, a laser range finder (LRF) or radar.

The camera and ranging device output environmental information, which is information about the detected environment, to the ECU and navigation system.

Internal sensors are sensors that detect the driving state of the vehicle. Internal sensors may include, for example, a wheel speed sensor and a gyroscopic sensor.

The wheel speed sensor detects the vehicle's wheel speed. The gyroscopic sensor detects the pitch angular velocity, roll angular velocity, and yaw angular velocity of the vehicle. The wheel speed sensor and the gyro sensor provide driving state information, which is information about the detected driving state, to the ECU and the navigation system.

The positioning device receives radio waves from many navigation satellites and. thus obtains the current location of the vehicle and outputs the received current location of the vehicle to the ECU and navigation system. The positioning device may have, for example, a global positioning system (GPS) receiver or a global navigation satellite system (GNSS) receiver other than a GPS receiver.

The map database stores road map data. Road map data includes shapes (lane shapes) and 2D coordinates (such as latitude and longitude) of the white lines, such as lane boundary lines and lane markings, road and white line elevations, 2D coordinate information (such as latitude and longitude), and also information on the height of ground objects installed on roads and in the vicinity of roads, such as traffic lights, stop lines, road signs, buildings, poles, curbs and pedestrian crossings.

Road map data may also include information about road types, road grades, number of lanes, speed limits (speed limits), road width, presence or absence of intersections, etc. Road types, for example, can include a regular road and an expressway.

The map database is used by the ECU and the navigation system.

The navigation system provides route guidance to a destination that is set on a map by the vehicle driver. The navigation system estimates the current location of the vehicle using various types of information input from external sensors, internal sensors and positioning device, generates a route to the destination and provides route guidance to the locomotive driver. The navigation system displays route information to the ECU.

The ECU estimates the current location of the vehicle and sets a target driving path for the vehicle to travel based on the estimated current location, road map data in the map database, route information output from the navigation system, the environment and the driving state of the vehicle. The ECU performs automatic motion control and auxiliary motion control of the vehicle based on a predetermined target motion path, actuates the actuators, and thus controls the motion of the vehicle.

External sensors, internal sensors, positioning device, map database and ECU make up the self-location estimator.

The ECU includes a processor and peripheral components such as memory. The processor may be, for example, a central processing unit (CPU) or a microprocessor (MPU).

The storage device may include a semiconductor storage device, a magnetic storage device, and an optical storage device. The storage device may include registers, caches, and memories such as read-only memory (ROM) and random access memory (RAM), which are used as main storage.

The ECU can be implemented using a functional logic circuit, which is implemented on a general purpose semiconductor integrated circuit. For example, the ECU may include a programmable logic device (PLD), such as a field programmable gate array (FPGA) or the like.

The interface for input and output of information between the driver and the navigation system and the ECU is an HMI type interface and can receive, for example, an input operation of entering a destination into the navigation system, and can also, for example, output driving guidance given by the navigation system, or road guidance information based on road map data in the vehicle's vicinity.

The actuators control the vehicle's propulsion components in accordance with the control signal output from the ECU, thereby shaping the behavior of the vehicle.

To estimate one's own location, including elevation, map matching is performed in three-dimensional space (eg, the space represented by latitude, longitude, and altitude), three-dimensional map matching requires high computational cost. Therefore, it is preferable to be able to estimate one's own location, including elevation, without performing 3D map matching. An accurate calculation based on the wheel shaft rotation speed and angular velocity was known as a technology for estimating one's own position.

However, when estimating one's own location using dead reckoning, error due to measurement error accumulates. Therefore, it is necessary to obtain the observed height value from some source of information and adjust the estimated value calculated using dead reckoning to the observed value.

In this way, the traffic assist device obtains information about the height of a traffic sign next to a vehicle that is on the road from the map database.

In particular, the relative position of the road sign in relation to the vehicle is determined using external sensors. The ECU determines the current location of the vehicle. For example, the ECU estimates the current location of the vehicle using dead reckoning based on the shaft rotation speed detected by the speed sensor and the angular speed, pitch, roll angular speed and yaw angular speed detected by the gyroscopic sensor. For example, the ECU may measure the current location of the vehicle using a positioning device.

The ECU obtains the height information of the first traffic sign from the map database, which records 2D coordinate information (such as longitude and latitude) and the height information of the first and second traffic signs located in the vicinity of roads based on the 2D coordinates of the current location of the vehicle and the relative location of the first road sign.

The ECU estimates the height at which the vehicle is based on the height information obtained from the map database. For example, the ECU evaluates the height indicated by the height information obtained from the map database as the height at which the vehicle is located.

Adjusting the estimated altitude value calculated using dead reckoning with the altitude estimate in this way prevents the accumulation of error caused by measurement error.

In addition, since the height can be estimated without performing 3D map matching, the computational cost can be kept low.

In addition, since the height is estimated based on the coordinate information of the first road sign recorded in the map database, the height at which the vehicle is located can be correctly estimated even if there are correspondingly separate roads of the same type at different heights and two-dimensional arrangement of roads close to each other. to a friend.

The ECU includes a unit for estimating its own location, a unit for setting the target trajectory, and a movement control unit. The functions of the self-location estimation module, the target trajectory setting module and the motion control module can be implemented, for example, by an ECU processor executing computer programs stored in a memory device.

The self-location estimating unit estimates the vehicle's own location based on various information input from external sensors, internal sensors and positioning device, and information obtained with reference to a map database.

The own location estimation unit includes a dead reckoning unit, a map matching unit, a road sign detection unit, a coordinate calculation unit, and a height information obtaining unit.

The dead reckoning unit calculates the predicted location of the vehicle at the current time using dead reckoning based on wheel speed, pitch angular speed, roll angular speed and yaw angular speed detected by internal sensors. The predicted location of the vehicle includes two-dimensional coordinates, altitude and azimuth of the forward direction of the vehicle.

The dead reckoning block outputs the calculated predicted location to the map matching block.

In this processing, the dead reckoning block calculates two-dimensional coordinates in the two-dimensional coordinate system used in the map database. In the following, the two-dimensional coordinate system used in the map database is referred to as the “map coordinate system.”

The two-dimensional coordinate system used in the map database is a geographic coordinate system in which the coordinates are represented by latitude and longitude, the two-dimensional coordinate system is not limited to the geographic coordinate system, and other coordinate system such as planar rectangular coordinate system and polar coordinate system can be used.

The map matching block calculates, based on the relative location of ground features in the vicinity of the vehicle and the relative location of the white lines that are detected by external sensors, and the predicted location of the vehicle, which is calculated by the dead reckoning block, two-dimensional coordinates in the ground feature and white line map coordinate system .

The map matching block matches the 2D ground coordinates and white lines to the map database using the 2D map matching, and calculates a vehicle location matching correction value for each of the following values: latitude, longitude, and azimuth.

The map matching unit corrects the predicted location of the vehicle, which is calculated by the dead reckoning unit, using the calculated mapping correction values and thus obtains an estimated value of the current location of the vehicle.

The map matching block outputs an estimated value of the current location of the vehicle to the coordinate calculation block and the target trajectory setting block.

The traffic sign detection unit detects the relative location of the traffic sign, which is detected by external sensors, in the immediate vicinity of the vehicle with respect to the vehicle.

It should be noted that the road sign whose height information is to be obtained may be, for example, an information sign, a hazard warning sign, a regulatory sign or a direction sign.

The height information acquiring unit judges that the height at which the vehicle is located is the height indicated by the road sign height information obtained from the map database. The height information acquiring unit may update the estimated value of the height at which the vehicle is located using a Kalman filter based on the road sign height information acquired multiple times at different times.

The height information receiving block outputs the estimated height at which the vehicle is located to the dead reckoning block and the target trajectory setting block.

The dead reckoning unit adjusts the predicted value of the height at which the vehicle is located, which is calculated using dead reckoning, according to the height estimated by the height information acquiring unit. For example, the dead reckoning block adjusts (overwrites) the predicted height at which the vehicle is located, which is calculated using dead reckoning, with the height estimated by the height information acquisition block, and calculates the subsequent predicted position of the vehicle based on the corrected height.

The dead reckoning unit may adjust the predicted value of the height at which the vehicle is located, which is calculated using dead reckoning, according to the height estimated by the height information acquiring unit, each time the vehicle travels a predetermined distance. This configuration allows you to effectively correct the dead reckoning error that accumulates depending on the distance traveled.

The target path setting block sets the target driving path along which the vehicle should travel based on the current location of the vehicle estimated by the map matching block, the road map data in the map database, the route information output from the navigation system, the environment detected by external sensors , and the vehicle's motion status detected by internal sensors.

In this case, the target path setting unit determines the road on which the vehicle is located based on the two-dimensional coordinates of the current location of the vehicle estimated by the map matching unit and the estimated height at which the vehicle is located by the height information acquiring unit. For example, when a plurality of roads whose heights are different from each other exist in the two-dimensional coordinates of the current location of the vehicle, the target trajectory setting unit determines which of the plurality of roads the vehicle is on based on the height at which the vehicle is located, which is estimated by the obtaining unit altitude information.

The target path setting unit sets the target path for the vehicle to follow on the road on which it is located according to the route created by the navigation system.

The target trajectory setting unit outputs the specified target motion trajectory to the motion control unit.

The motion control unit performs automatic motion control and motion assistance control of the vehicle by actuating the actuators so that the vehicle moves along the motion path generated by the target path setting unit, and thereby actuates the steering, acceleration and braking mechanisms. vehicle mechanism.

The disadvantage of the known device [19] is that that with the variety of measuring instruments in its composition, this device solves the problem of only determining the height of a road sign with a subsequent assessment of the reliability that the height at which the vehicle is located is the height indicated by the information about the height of the road sign obtained from the map database.

The objective of the proposed technical solution is to expand the functionality of the device to estimate the vehicle's own location.

The problem is solved due to the fact that in the method of estimating the own location of a vehicle, mainly a high-speed train, the movement of the vehicle in real mode along the route is monitored by constructing a matrix of the actual length of the route traveled and comparing it with the matrix of the given route, while constructing connectivity matrices of a set of straight sections and radii of turning sections of a route; when constructing a matrix of a given route, each cell is assigned coordinates and the matrix is subjected to fuzzy clustering with the ability to determine the coordinates of the cells through which a given route passes; the construction of a real vehicle route is performed iteratively and step by step, while due to logical transformations occurring in the cells of the matrices, navigation parameters are taken into account in the form of the value of the function of membership of a specific cell to a cluster of parameters exceeding the specified program parameters, the main navigation parameters are identified: distance to the turning point, direction and speed of the vehicle, while taking into account the current parameters movement of the vehicle, which are compared with program values, which are determined in accordance with the model of movement of the vehicle, including the speed and revolutions of the propeller, the revolutions of the shafts of the drive, driven and brake pairs of wheels, generate lines of program and real routes, taking into account the resulting matrix, determine coordinates and distances to characteristic geographical landmarks using a map database, satellite and radio navigation systems, measure the distance and speed of approach to the vehicle in front, and determine the maximum permitted distance for passing along.

The problem is solved due to the fact that a device for estimating the own location of a vehicle, mainly a high-speed train, contains a calculation unit, which contains an optical ring laser gyrometer with three accelerometers for determining the kinematic state of the locomotive, which measures: heading, roll, trim, longitudinal, transverse and vertical movement of the body, the lighting circuit includes a command broadcast device for broadcasting voice service commands, a system for receiving external sound signals with a visual indication of the direction to the sound source of the “Tuning Fork” type, a unit for sensing the space of the approach of a train using an infrared video camera combined with a radar , probes the space in the train approaching clearance from the beginning of the train of a given train to the end of the train in front to detect foreign objects dangerous to the movement of the train, a unit for sensing the space of the approach of a train, a unit for calculating and maintaining the minimum safe distance for following the train in front, encorder , mounted on the shafts of the driving, driven and brake pairs of wheels, the train speed meter is made in the form of a pulse sensor installed on the shafts of the driving, driven and brake pairs of wheels.

Unlike the prototype [19], the proposed device for estimating the vehicle’s own location additionally contains a calculating unit, which contains an optical ring laser gyrometer with three accelerometers to determine the kinematic state of the locomotive, which measures: course, roll, trim, longitudinal, transverse and vertical movement housing, the lighting circuit includes a command broadcast device for broadcasting voice service commands, a system for receiving external sound signals with a visual indication of the direction to the sound source of the “Tuning Fork” type, a unit for sensing the space of a train approaching by means of an infrared video camera combined with a radar, or another set of equipment for a similar purpose, probes the space in the approach gauge of a train from the beginning of the composition of a given train to the end of the composition of the train in front to detect foreign objects dangerous to the movement of the train, a unit for sensing the space of a train approach, a unit for calculating and maintaining the minimum safe distance for passing along the train ahead.

The introduction of new elements allows you to control the movement of a vehicle in real mode of movement along the route by constructing a matrix of the actual length of the route traveled and comparing it with the matrix of the given route, while constructing connectivity matrices for the set of straight sections and radii of turning sections of the route, when constructing the matrix of the given route each cell is assigned coordinates and the matrix is subjected to fuzzy clustering with the ability to determine the coordinates of the cells through which a given route passes, the construction of the actual route of movement is performed iteratively and step by step, and due to the logical transformations occurring in the cells of the matrices, navigation parameters are taken into account in the form of the value of the membership function of a specific cells to the cluster of parameters exceeding the specified program parameters highlight the main navigation parameters: distance to the turning point, direction and speed of the vehicle, while taking into account the current parameters of the vehicle, the speed of the propeller shafts, the trajectories of the center of gravity, which are compared with the program values course angle, angular speed of the steering wheel position, which are determined in accordance with the train movement model, including wind speed and directions, thrust angles, eccentricity and speed of the propulsion, speed of the shafts of the drive, driven and brake pairs of wheels, trajectories of the center of gravity, drift angles, by ECDIS generate lines of program and real routes taking into account the resulting matrix, determine the coordinates and distances of characteristic geographical landmarks using a map database, satellite and radio navigation systems and standard positioning tools, measure the distance and speed of approach to the tail car of the train ahead, determine the maximum permitted distance passing along.

The train approach space sensing unit measures the distance and speed of approach to the tail car of the train in front. The following train receives permission to move as close as possible to the train in front after the train in front has complied with the order to move at a speed not exceeding a certain maximum and small value, for example 25, 40 or 60 km/h. The locomotive safety device of the following train receives permission to move as close as possible to the train in front via a cryptographically protected digital communication radio channel from the locomotive safety device of the train in front and/or from the train control center. The locomotive safety device for the following train acts on its unit for calculating and maintaining the minimum safe distance for following the train in front. The block receives priority in controlling the movement of its train in the mode when it is informed that the train ahead will move at a speed not exceeding a certain maximum and small value, for example 25, 40 or 60 km/h, within a certain section of the route specified coordinates of the beginning and end of this section, which are linked to an identical electronic map of the route of both trains. In addition, the subsequent train receives information via a radio channel that the train in front is traveling in full force and, optionally, receives data on the forecast schedule for changes in the speed of the train in front along this section.

The speed of both trains in this mode is equalized after approaching the maximum permitted passing distance and is limited by the local speed limit of 25, 40 or 60 km/h, depending on the categories of these trains.

The block for sensing the space of the approach of a train on a subsequent train, by means of sufficiently frequent probing (for example, once every 0.25 sec.) of the space in front and within the dimensions of the permissible approach, from the sides of the locomotive of its train, measures the speed and distance to the last car of the train in front and the distance to dangerous obstacles in the approach area of your train.

The train approach space sensing unit can detect several stationary or moving objects in front and on the sides of the train and is used both to maintain the established longitudinal distance to the train in front at the minimum level acceptable for preventing dangerous collisions, and to generate commands for the locomotive safety device for its train braking and stopping in front of a dangerous obstacle on the route of your train.

The locomotive safety device of the following train compares the speed of movement of the tail car of the train in front of the train with duplicate data received via radio from the locomotive or the equipment of the tail car of the train in front, to calculate the permissible speed. The following train's mode of movement is adjusted in such a way as to ensure that train collisions are prevented in the worst possible case. Reducing the minimum distance for passing trains when using the proposed invention compared to the usual minimum distance for passing trains, which is set by the length of the protective section determined by the ALS system, makes it possible to increase the throughput of the system, for example, in the necks of stations and in other areas of train movement with a reduced permissible speed, while maintaining a high level of train safety.

The traditional gyrocompasses used are heavy and bulky, consume a lot of energy, require constant and continuous power supply, and are expensive. Moreover, after switching on, the time it takes for such heading sensors to become ready is several hours. These devices are sensitive to shock, vibration, temperature changes, and motion, and have limitations in these parameters. Classic gyrocompasses usually require maintenance and preventative measures. Currently, classic GCs are being replaced by more advanced devices based on modern technologies and eliminating the use of gimbals (platforms stabilized in the horizontal plane). These new heading sensors have sensing elements rigidly connected to the locomotive body. They have no moving parts. Strapdown gyrocompasses and other measuring devices, which have no moving parts, are more reliable, consume little power, and require little or no maintenance.

A number of modern GC samples use optical ring laser gyrometers (RLG - RingLaserGiroscope), also called fiber-optic (fiber-optic) gyro sensors - FOG (FOG - FiberOpticGiroscope). System with three FO gyrometers. supplemented with three accelerometers, it can serve as a sensor of the kinematic state of the locomotive, which measures: heading, roll, trim, longitudinal, transverse and vertical movement of the body.

In addition, as part of the ISN situation lighting circuit, a command broadcast device of the “Olympus” type is used for broadcasting voice service commands, a system for receiving external sound signals with a visual indication of the direction to the sound source of the “Tuning Fork” type.

By means of a system for receiving external sound signals with a visual indication of the direction to the sound source of the “Tuning Fork” type, notification is provided about the approach of a train to an intersection of highways, to railway platforms and local traffic stops, to sidings, to receiving tracks of stations, as well as when the integrity of the train is violated , about the approach of an oncoming train and at critical distances between trains in the same direction based on signals coming from the interval train control system through the locomotive safety device.

The map database is a device created on the basis of a software package such as "Neva", which is designed for creating and processing electronic (digital) maps, displaying and editing them in the internal vector format DM.

The program operates as part of a software package and is the control for other system modules (applications).

The program performs a significant part of the service functions and mathematical processing of digital cartographic information, and also ensures the operation of auxiliary software modules and dynamic library procedures. The software package includes the head software module DMW and the classifier editor OBJ.EXE. symbol editor VGM.EXE, semantics input form editor ID.EXE, dynamic link library (DLL) files - programs for solving various applied problems.

All programs are implemented in the form of separate executable modules and are developed independently of each other. Information exchange between modules is carried out through shared files. If necessary, modules working with the classifier can be called from the map editor.

In addition, the introduction of a radio navigation unit into the system makes it possible to obtain additional data on the parameters of the movement of the train and to correct the movement data of the control object received by the sensor unit in the absence of signals from the SNS.

Additionally, high-resolution satellite systems such as ASTER or SRTM of a given region can be used, according to which the surrounding environment is rendered using modeling programs.

Due to the fact that the speed meters used on trains do not fully satisfy the requirements for traffic safety, both in terms of accuracy and reliability in determining the speed of movement, the proposed device uses a pulse speed sensor to measure the speed of movement.

The pulse sensor is made in the form of a permanent magnet attached to the shaft, which, when the shaft rotates, induces an EMF in the inductor and generates pulses that carry information about the speed of the locomotive and the distance it has traveled. The pulses are amplified in the amplifier to the level necessary for the normal operation of subsequent devices. Using a Schmidt trigger, rectangular pulses are generated, the repetition rate of which is then doubled in a frequency doubler. These pulses enter the counter, which counts their number within 1 s. The counting result is sent to the memory device and then to the train security system. The memory device ensures storage of the counted number of pulses for the duration of the subsequent operation cycle of the counter. At the end of the operating cycle, the counter is reset to zero. The counting interval is set using a stabilized oscillator, which also controls the operation of the memory device.

Pulse speed sensors are installed on the shafts of drive, driven and brake pairs of wheels.

To determine the angle of rotation, direction of rotation and rotation speed of each shaft, an encorder (linear displacement sensor) is used. In a specific version, a WE-V4T "Fotck" type sensor is used.

The device works as follows.

The self-location estimation unit performs self-location estimation processing to estimate the current location of the vehicle.

The dead reckoning block calculates the predicted location (latitude, longitude, altitude and azimuth) of the train at the current time using dead reckoning based on the wheel speed, pitch angular speed, roll angular speed and yaw angular speed determined by internal sensors.

The map matching block calculates, based on the relative location of ground objects in the vicinity of the vehicle and the relative locations of traffic lights and information signs that are detected by external sensors, the predicted location of the vehicle, which was calculated by the dead reckoning block, and the map database, an estimated value of the current location of the vehicle with using 2D map matching.

The road sign detection unit determines the relative location of the road sign, which is detected by external sensors, in the vicinity of the vehicle with respect to the vehicle.

The coordinate calculation block calculates the estimated values of the two-dimensional coordinates of the road sign in the map coordinate system.

The height information acquisition block compares the two-dimensional coordinates of the road sign calculated in the previous step with the information of the two-dimensional coordinates of the road signs recorded in the map database. The elevation information acquisition unit determines whether there is a road sign in the map database that has two-dimensional coordinate information that matches the two-dimensional coordinates of the detected sign.

When there is no road sign whose 2D coordinates match the 2D coordinates of a detected sign in the map database, the own position estimation processing is completed without adjusting the height calculated using dead reckoning.

When a road sign whose 2D coordinates match the 2D coordinates of the detected sign exists in the map database, the process moves to the next step, in which the height information acquisition block obtains the sign coordinates information (latitude, longitude and height) of the road sign, 2D coordinates which correspond to two-dimensional coordinates from the map database. The height information acquiring unit judges that the height at which the vehicle is located is the height of the road sign.

The dead reckoning module then adjusts the predicted value of the height at which the vehicle is located, which was calculated using dead reckoning, to the height estimated by the height information acquisition module. Subsequently, the own location estimation processing is completed.

The target trajectory setting block sets the target driving path along which the vehicle is moving on the road it is currently on, based on the current location of the vehicle, which has been estimated by the map matching block, road map data in the map database, route information , derived from the navigation system, the environment detected by external sensors, and the vehicle moving state obtained from the train dynamic characteristics recording sensors.

In this case, the target path setting unit sets a target driving path along which the vehicle moves along the road on which the vehicle is located, which has been determined in accordance with the route generated by the navigation system.

The motion control unit performs motion control, such as automatic motion control and motion assistance control, of the vehicle by driving actuators such that the vehicle moves along a motion path that has been generated by the target path setting unit.

In operating mode, messages are exchanged between train integrity monitoring devices with a given period; based on the correct transmission and reception of data, a decision is made on the integrity of the train.

The train integrity monitoring device installed in the head car of the train generates and transmits via a wired communication line a message containing its current system time T (generated by the system time message generating unit) to the train integrity monitoring device installed in the tail car. The train integrity monitoring device installed in the tail train through the security code calculation unit in a two-channel mode calculates the CRC-32 security code of the received message and returns the T+CRC-32 message to the train integrity monitoring device installed in the head train. In the head car of the train, the device calculates the security code using the same algorithm for message T, after which, through a communication unit with the locomotive safety device, it transmits both data packets to the locomotive safety device for comparison. If two data packets coincide, the time interval between the current time and time T is analyzed. If the time distance is acceptable, a conclusion is made about the integrity of the train and a message about the integrity of the train is issued to the internal CAN bus of the locomotive safety device.

To implement interval control of train traffic, the runs are equipped with track automatic blocking devices (AB/ALSN/ALS-EN), the stations are equipped with station automatic blocking devices and microprocessor centralization devices that implement track circuit control technology. Track devices transmit information to station automatic blocking devices about the state of track circuits. Data on the state of floor devices (arrows, traffic lights) from the station automatic blocking device is received at the input of the station device - a microprocessor centralization device.

This information is transmitted to the radio blocking device, which also receives information about temporary speed restrictions indicating the location, time and value of the speed limit, indication of the uniform time and changes in the train schedule from external devices.

When trains move in the controlled area of the radio blocking device, commands to control the mode of data exchange with the station are received on board the locomotive. In accordance with the established mode, with a given frequency, data containing the train number, the location of the head and tail of the train, a sign of the integrity of the train, the speed of movement, as well as data from the microprocessor centralization device on the state of the arrows and traffic lights, the number of free rails are transmitted to the radio blocking device. chains. Each train is then sent information via a radio blocking device about the location of the tail of the train in front, current temporary speed limits and their location ahead of the train, as well as changes to the train's schedule. To ensure the reliability of wireless data transmission between trains and the radio blocking device, the communication channel is built on the “2 out of 2” principle with the possibility of comparison from two sources.

On-board devices are equipped with radio communication devices for communication with other trains, which receive and transmit data via an additional radio channel between trains following each other along the way, from the train in front to the one following it. The radio communication device periodically with a given period transmits a data packet that contains the current track number, the railway coordinates of the head and tail of the train, and a sign of the integrity of the train.

The means for receiving data from the track circuit continuously receives data on the number of free track circuits, which are then analyzed by the decision-making unit and generation of control commands together with data received from the radio blocking device. Additionally, in the decision-making block, data on the tail coordinate of the train in front, received from the radio blocking device, is compared with data from the radio communication device, received in a decentralized mode. After analyzing the received information, the decision-making block generates a command to prioritize the devices that the locomotive safety device needs to work with. Regulation of train traffic can be carried out centrally, from station radio blocking devices, as well as in autonomous mode by receiving information directly from the train in front, using decentralized board-to-board communication technology, as well as from track circuits from track automatic blocking devices.

Unlike the prototype in the proposed device, a unit for sensing the space of a train approaching by means of an infrared video camera combined with a radar, or another set of equipment for a similar purpose, probes the space in the gauge of a train approaching from the beginning of the composition of a given train to the end of the composition of the train ahead to detect strangers objects dangerous for train movement. The train approach space sensing unit measures the distance and speed of approach to the tail car of the train in front. The subsequent train receives permission to move as close as possible to the train in front after the train in front has complied with the order to move at a speed not exceeding a certain maximum and small value, for example, 25, 40 or 60 km/h. The locomotive safety device of the following train receives permission to move as close as possible to the train in front via a cryptographically secure digital communication radio channel from the locomotive safety device of the train in front and/or from the train control center. The locomotive safety device for the following train acts on its unit for calculating and maintaining the minimum safe distance for following the train in front. The block receives priority in controlling the movement of its train in the mode when it is informed that the train in front will move at a speed no higher than a certain maximum and small value, for example 25, 40 or 60 km/h, within a certain section of the route specified by the coordinates the beginning and end of this section, which are linked to an identical electronic map of the route of both trains. In addition, the subsequent train receives information via a radio channel that the train in front is traveling in full force and, optionally, receives data on the forecast schedule for changes in the speed of the train in front along this section.

The speed of both trains in this mode is equalized after approaching the maximum permitted passing distance and is limited by the local speed limit of 25, 40 or 60 km/h, depending on the categories of these trains.

The unit for sensing the space of a train approaching on a subsequent train, by means of sufficiently frequent probing (for example, once every 0.25 sec.) of the space ahead and within the dimensions of the permissible approach, from the sides of the locomotive of its train, measures the speed and distance to the last car of the train in front and the distance to dangerous obstacles in the approach area of your train.

The train approach space sensing unit can detect several stationary or moving objects in front and on the sides of the train and is used both to maintain the established longitudinal distance to the train ahead at the minimum level acceptable to prevent dangerous collisions, and to generate a braking command for the locomotive safety device of its train and stopping in front of a dangerous obstacle on the route of your train.

The locomotive safety device of the following train compares the speed of movement of the tail car of the train in front with duplicate data received via radio channel from the locomotive or the equipment of the tail car of the train in front, to calculate the permissible speed. The following train's mode of movement is adjusted in such a way as to ensure that train collisions are prevented in the worst possible case. Reducing the minimum distance for passing trains compared to the usual minimum distance for passing trains, which is set by the length of the protective section determined by the ALS system, makes it possible to increase the throughput of the system, for example, in the necks of stations and in other areas of train movement with a reduced permissible speed, while maintaining a high level train traffic safety.

Unlike the prototype, control of the movement of a high-speed train is carried out in real mode of movement along the route by constructing a matrix of the actual length of the route traveled and comparing it with the matrix of the given route. In this case, connectivity matrices of a set of straight sections and radii of turning sections of the route are built; when constructing a matrix of a given route, each cell is assigned coordinates and the matrix is subjected to fuzzy clustering with the ability to determine the coordinates of the cells through which the given route passes. The construction of a real high-speed train route is carried out iteratively and step by step, and due to logical transformations occurring in the matrix cells, navigation parameters are taken into account in the form of the value of the membership function of a specific cell to a cluster of parameters exceeding the specified program parameters, the main navigation parameters are identified: distance to the turning point , direction and speed of movement of the vehicle, taking into account the current parameters of the train movement, traction angles, eccentricity and speed of the movers, trajectories of the center of gravity, which are compared with the program values of the heading angle, angular velocity of the position of the actuator, which are determined in accordance with the movement model train, including speed, traction angles, eccentricity and speed of the movers, trajectories of the center of gravity and train drift angles. The lines of the program and real routes are projected onto the monitor of the cartographic device relative to characteristic geographical landmarks, taking into account the resulting matrix.

The technical result of the proposed technical solution is to increase the operational safety of high-speed trains.

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Claims (2)

1. A method for assessing the own location of a vehicle, mainly a high-speed train, which consists in monitoring the movement of the vehicle in real mode of movement along the route by constructing a matrix of the actual length of the route traveled and comparing it with the matrix of a given route, while constructing connectivity matrices a set of straight sections and radii of turning sections of a route; when constructing a matrix of a given route, each cell is assigned coordinates and the matrix is subjected to fuzzy clustering with the ability to determine the coordinates of the cells through which a given route passes; the construction of a real vehicle route is performed iteratively and step by step, due to logical transformations occurring in the cells of the matrices, navigation parameters are taken into account in the form of the value of the function of belonging of a specific cell to a cluster of parameters exceeding the specified program parameters, the main navigation parameters are identified: the distance to the turning point, the direction and speed of the vehicle, while the current parameters of the vehicle movement are taken into account means that are compared with program values, which are determined in accordance with the vehicle’s movement model, including the speed and revolutions of the propulsion, the revolutions of the shafts of drive, driven and brake pairs of wheels, generate lines of program and real routes taking into account the resulting matrix, determine coordinates and distances to characteristic geographical landmarks using a map database, satellite and radio navigation systems, measure the distance and speed of approach to the vehicle in front, and determine the maximum permitted distance of passing. 2. A device for estimating the own location of a vehicle, mainly a high-speed train, containing a calculating unit, which contains an optical ring laser gyrometer with three accelerometers for determining the kinematic state of the locomotive, which measures: heading, roll, trim, longitudinal, transverse and vertical movement of the body, The situation lighting circuit includes a command broadcast device for broadcasting voice service commands, a system for receiving external sound signals with a visual indication of the direction to the sound source of the “Tuning Fork” type, a unit for sensing the space of the approaching train using an infrared video camera combined with a radar, probing the space in the approach clearance trains from the beginning of the composition of a given train to the end of the composition of the train in front to detect foreign objects dangerous to the movement of the train, a unit for sensing the space of the approach of the train, a unit for calculating and maintaining the minimum safe distance for following the train in front, an encorder installed on the drive shafts, driven and brake pairs of wheels, a train speed meter, made in the form of a pulse sensor installed on the shafts of the drive, driven and brake pairs of wheels.