WO2018059141A1 - 一种用于轨交车辆防撞预警雷达系统 - Google Patents

一种用于轨交车辆防撞预警雷达系统 Download PDF

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WO2018059141A1
WO2018059141A1 PCT/CN2017/097307 CN2017097307W WO2018059141A1 WO 2018059141 A1 WO2018059141 A1 WO 2018059141A1 CN 2017097307 W CN2017097307 W CN 2017097307W WO 2018059141 A1 WO2018059141 A1 WO 2018059141A1
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radar
radar host
host
self
ranging
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PCT/CN2017/097307
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English (en)
French (fr)
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王磊磊
朱思悦
张仲鑫
梁影
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上海无线电设备研究所
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Publication of WO2018059141A1 publication Critical patent/WO2018059141A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/87—Combinations of radar systems, e.g. primary radar and secondary radar

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  • the invention relates to a railroad vehicle running safety guarantee technology, in particular to a railroad crossing vehicle anti-collision warning radar system.
  • the driving safety of high, medium and medium traffic systems in rail transit mainly depends on the automatic train protection system (ATP) in the automatic train control system (ATC), while the medium and low volume systems rely on drivers to drive. .
  • ATP automatic train protection system
  • ATC automatic train control system
  • the medium and low volume systems rely on drivers to drive.
  • subways and light rails rely on ATP systems
  • modern trams rely on drivers.
  • the ATP system fails or degrades
  • the vehicle is in an abnormal working state, and its driving safety relies on telephone blocking measures.
  • the driver manually drives the vehicle with the dispatched command.
  • the driver's line of sight is limited, and there are hidden dangers of train rear-end collision, such as Shanghai 2011 No. 10 line rear-end collision accident.
  • train safety assurance methods independent of the ATC system, such as those based on sound waves (publication number CN 102765409 A, publication number CN 102756748 A, publication number CN 102756747 A), laser (publication number CN 103847765 A) Invention patent), infrared, video, GPS (invention patent of CN 103101558 A), bridge and tunnel structure guided wave (invention patent of publication No. CN104149818 A), joint identification of RFID tag and inertial navigation (invention patent of publication No.
  • the acoustic wave detection method has acoustic pollution and the propagation speed is limited; laser, infrared, and video are affected in rain and fog weather performance; GPS cannot establish stable communication with the satellite directly under the tunnel environment; the train collision avoidance system guided by the bridge and tunnel structure needs to be advanced The corresponding characteristics of the traveling sound of the vehicle are stored, and the detection conclusion can be obtained by comparing with the pre-stored features, and the reliability of the remote detection is poor; the method of joint positioning of the RFID tag and the inertial navigation requires spacing the RFID tags on the track and pre-using the satellite positioning.
  • the precise map determines the precise position information of each trackside RFID tag, and the workload is large. If the distance measurement accuracy is to be achieved, the number of labels to be arranged is large; the train early warning method based on the tunnel piston wind is only applicable to the tunnel environment; The detection system is ideal for all-weather, all-day working hours.
  • Patent granted in November 2014 (CN 103235310 B) "A vehicle-mounted millimeter wave train defense
  • the collision radar system uses phased array radar technology to detect obstacles in front of the train.
  • the high frequency electromagnetic waves are attenuated, the detection distance is limited, and the false alarm rate is high under complicated conditions. Not applicable to urban rail transit environments.
  • Patent application filed in June 2013 (CN 103171596 A) "A method for early warning of anti-collision of rail transit trains", using different frequency bands for ranging between uplink and downlink, and only distinguishing different trains on the uplink and the downlink, applicable work Limited condition.
  • the object of the present invention is to provide an anti-collision early warning radar system for rail transit vehicles, which has a working mode in which two machines are mutually monitored and redundant, and improves the safety and efficiency of rail transit operation.
  • An anti-collision early warning radar system for rail transit vehicles characterized in that it comprises:
  • the first radar host is used for active ranging information
  • a second radar host connected to the first radar host for ranging response
  • the second radar host takes over the active ranging information function of the first radar host
  • the first radar host takes over the ranging response function of the second radar host.
  • the first radar host sends a ranging information signal
  • the second radar host returns a ranging response signal after receiving the ranging information signal.
  • the first radar host receives the returned ranging response signal, and separately measures the distance to the response address device except the second radar host.
  • the first radar host does not receive the returned ranging response signal, and determines whether the first radar host transmits a self-test normally;
  • the second radar host takes over the active ranging request function of the first radar host
  • the second radar host When the second radar host transmits the self-test and the receiving self-test is normal, the second radar host takes over the active ranging inquiry function of the first radar host;
  • the first radar host takes over the ranging response function of the second radar host.
  • the first radar host sends a ranging information signal, and the second radar host does not receive The ranging information signal determines whether the self-test of the first radar host is normal;
  • the first radar host When the first radar host transmits a self-test, the first radar host takes over the ranging response function of the second radar host;
  • the second radar host takes over the active ranging inquiry function of the first radar host.
  • the second radar host takes over the active ranging inquiry function of the first radar host; if the corresponding driver room key signal is If the level is low, the second radar host performs the original function.
  • the second radar host fails, if the corresponding driver room key signal is high, the first radar host performs the original function; if the corresponding driver room key signal is low, the The first radar host takes over the ranging response function of the second radar host.
  • the first radar host includes:
  • First DDS FM signal generator First filter, first up-converter, first power amplifier, first T/R switch, first low noise amplifier, first down converter, first AGC amplifier connected in sequence And the first A/D converter, the first DDS frequency modulation signal generator input end is connected to the first digital signal processing module output end, and the first A/D converter output end is connected to the first digital signal processing module Input
  • a second filter a first transceiver antenna, and the first transceiver antenna is connected to the first T/R switch through a second filter.
  • the second radar host includes:
  • a second digital signal processing module coupled to the first digital signal processing module
  • a second DDS FM signal generator a third filter, a second up-converter, a second power amplifier, a second T/R switch, a second low-noise amplifier, a second down-converter, and a second AGC amplifier connected in sequence
  • the second DDS FM signal generator input is connected to the second digital signal processing module output
  • the second A/D converter output is connected to the second digital signal processing module Input
  • the fourth filter and the second transceiver antenna are connected to the second T/R switch through the fourth filter.
  • the first and second radar hosts are respectively connected to an RFID antenna for use according to the RFID
  • the RFID tag information received by the antenna identifies the operational status of the orbiting vehicle.
  • the invention has the following advantages:
  • the invention has the working mode of monitoring and redundancy of two machines.
  • the other radar system can take over the function of the faulty radar system and improve the safety and efficiency of the rail transit operation.
  • the invention automatically recognizes or manually sets the running state of the train up and down, the inbound and outbound, and the temporary parking line through the RFID tag.
  • FIG. 1 is a schematic view showing the installation of an anti-collision early warning radar system for a railroad crossing vehicle according to the present invention
  • FIG. 2 is a system block diagram of an anti-collision early warning radar system for a railroad crossing vehicle according to the present invention
  • Figure 3 is a flow chart of the operation of the first radar host
  • Figure 4 is a flow chart of the operation of the second radar host.
  • an anti-collision warning radar system for a railroad crossing vehicle includes: a first radar host 100 for active ranging information; and a second radar host 200 that passes through the CAN bus and the first radar host 100 Connected to the ranging response; the first and second radar hosts are respectively connected to the RFID antenna 300 for identifying the uplink and downlink, the inbound and outbound, and the temporary parking line of the rail transit vehicle according to the RFID tag information received by the RFID antenna. Waiting for the running state, on the other hand, you can also manually set the running state of the train.
  • the first radar host 100 and the second radar host 200 are respectively disposed at the front and rear of the railroad vehicle.
  • the first radar host 100 includes: a first digital signal processing module 101; a first DDS frequency modulation signal generator 102, a first filter 103, a first up-converter 104, and a first The power amplifier 105, the first T/R switch 106, the first low noise amplifier 107, the first down converter 108, the first AGC amplifier 109, and the first A/D converter 110, the first DDS FM signal occurs
  • the input end of the first digital signal processing module 101 is connected to the input end of the first digital signal processing module 101; the output end of the first A/D converter 110 is connected to the input end of the first digital signal processing module 101; the second filter 111, the first transmitting and receiving antenna 112
  • the first transceiver antenna 112 is connected to the first T/R switch 106 through the second filter 111.
  • the ranging information signal is controlled by the first digital signal processing module.
  • the DDS frequency modulation signal generator generates a Chirp coded signal with a bandwidth of 80 MHz, and the first transmit/receive antenna passes through the first filter 103, the first up-converter 104, the first power amplifier 105, and the second filter 111. 112 radiating out, the ranging response signal received by the first transceiver antenna 112 is obtained by the second filter 111, low noise, down conversion, AGC amplification, A/D sampling to obtain a digital signal, and is performed by the first digital signal processing module 101. Pulse compression, signal decoding and distance resolution.
  • the second radar host 200 includes: a second digital signal processing module 201 connected to the first digital signal processing module 101; a second DDS frequency modulation signal generator 202, a third filter 203, and a second up-conversion The second power amplifier 205, the second power amplifier 205, the second T/R switch 206, the second low noise amplifier 207, the second down converter 208, the second AGC amplifier 209, and the second A/D converter 210, said The input end of the second DDS frequency modulation signal generator 202 is connected to the output end of the second digital signal processing module 201, and the output end of the second A/D converter is connected to the input end of the second digital signal processing module; the fourth filter 211, the second The transceiver antenna 212 is connected to the second T/R switch 206 via the fourth filter 211.
  • the working principle of the second radar host 200 is the same as that of the first radar host 100, and will not be described herein.
  • the first and second digital signal processing modules are also respectively connected to a CAN communication module (113, 213) to provide a communication interface between the radar system and external devices and inter-circuit communication.
  • a CAN communication module 113, 213
  • the invention adopts a Chirp signal with a bandwidth of 22 MHz, and has two kinds of up-frequency (Upchirp) and down-frequency (Downchirp).
  • the above frequency modulation is an example, the radar transmits a signal expression
  • T is the pulse duration
  • f 0 is the center frequency
  • t is the time variable
  • K is the linear modulation frequency
  • the IF receive echo with delay is:
  • t i is the delay time of the echo.
  • the matched filter is a complex conjugate of the transmitted intermediate frequency signal:
  • the matched filtered time domain output is:
  • the matched filtered output of the Chirp signal has the shape and characteristics of the sinc function, and the pulse width is narrowed after compression, which has a high range resolution.
  • Each device is assigned a unique address code, and the coded content can include line number, train number, train uplink and downlink information, A/B end, and device working mode (inquiry/response) as needed, but is not limited to the above information.
  • the first radar host 100 is initialized and enters the ranging inquiry mode.
  • the first radar host 100 sends a ranging information signal
  • the second radar host 200 returns a ranging response signal after receiving the ranging information signal.
  • the first radar host 100 receives the returned ranging response signal, and separately measures the distance to the answering address device other than the second radar host 200.
  • the first radar host 100 does not receive the returned ranging response signal, and determines whether the first radar host 100 transmits a self-test is normal; if not, determines that the first radar host transmits a channel fault, and the fault alarm, the first The second radar host 200 takes over the active ranging request function of the first radar host 100; if so, whether the second radar host transmits a self-test and the receiving self-test are normal; when the second radar host transmits a self-test and receives a self-test When all are normal, it is judged that the first radar host receives the channel failure, the fault alarm, the second radar host 200 takes over the active ranging inquiry function of the first radar host 100; when the second radar host 200 transmits the self-test or receives When the self-test is abnormal, the first radar host 100 takes over the ranging response function of the second radar host 200, that is, if the second radar host transmits a self-test abnormality, it determines that the second radar host transmits a channel fault, and the fault alarm is The first radar host 100
  • the second radar host 200 is initialized. After entering the ranging response mode, the first radar host 100 sends a ranging information signal. When the second radar host 200 receives the ranging information signal, the first and second radar hosts work normally, and the second radar host 200 Normal response. The second radar host 200 does not receive the ranging information signal, and determines whether the first radar host transmits a self-test is normal; when the first radar host 100 transmits a self-test, the second radar host transmits a channel.
  • the first radar host 100 takes over the ranging response function of the second radar host 200; when the first radar host 100 transmits a self-test abnormality, it determines that the first radar host receives a channel fault, and the fault alarm is The second radar host 200 takes over the active ranging inquiry function of the first radar host 100.
  • the second radar host 200 takes over the active ranging inquiry function of the first radar host 100; When the key signal is low, the second radar host 200 performs the original function.
  • the second radar host 200 fails, if the corresponding driver room key signal is at a high level, the first radar host 100 performs the original function; if the corresponding driver room key signal is at a low level, then The first radar host 100 takes over the ranging response function of the second radar host 200.
  • the present invention is an anti-collision early warning radar system for rail transit vehicles, which has a dual-machine mutual monitoring and redundancy working mode to improve the safety and efficiency of rail transit operation.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
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Abstract

一种用于轨交车辆防撞预警雷达系统，包含：第一雷达主机（100），用于主动测距问讯；第二雷达主机（200），其与第一雷达主机（100）相连，用于测距应答；当第一雷达主机（100）发生故障时，第二雷达主机（200）接管第一雷达主机（100）的主动测距问讯功能；当第二雷达（200）主机发生故障时，第一雷达主机（100）接管第二雷达主机（200）的测距应答功能。该系统具有双机互为监测冗余的工作模式，可提高轨道交通运行安全及效率。

Description

一种用于轨交车辆防撞预警雷达系统 技术领域
本发明涉及轨道交通车辆运行安全保障技术，特别涉及一种用于轨交车辆防撞预警雷达系统。
背景技术
目前，轨道交通中的高、大、中运量系统的行车安全主要依赖于列车自动控制系统(ATC)中的列车自动保护系统(ATP)，而次中量、低运量系统全部依靠司机驾驶。比如地铁、轻轨是依靠ATP系统，现代有轨电车是依靠司机驾驶。当ATP系统故障或降级时，车辆则处于非正常工作状态，其行车安全依靠电话闭塞措施。在该状态下，司机凭调度的命令来手动开车。此时，如遇弯道、上下坡等特殊路段，司机视线受限，存在列车追尾的隐患，如上海2011年10号线追尾擦碰事故。
为此，出现了一些独立于ATC系统的列车安全保障方法，如基于声波(公布号CN 102765409 A，公布号CN 102756748 A，公布号CN 102756747 A的发明专利)、激光(公布号CN 103847765 A的发明专利)、红外、视频、GPS(公布号CN 103101558 A的发明专利)、桥隧结构导波(公布号CN104149818 A的发明专利)、RFID标签与惯导联合定位(公布号CN 103192852A的发明专利)、隧道活塞风(公告号CN 102745211 B的发明专利)及雷达的列车防撞方法(授权公告号CN 103235310 B、公布号CN 103171596 A的发明专利)。但声波探测方法具有声污染且传播速度受限；激光、红外、视频在雨雾天气性能受影响；GPS在隧道环境下无法直接与卫星建立稳定通信；桥隧结构导波的列车防撞系统需要预先储存本车行进声相应特征，与预存特征对比才能得出探测结论，且远距探测上可靠性差；RFID标签与惯导联合定位的方法，需在轨道上间隔布置RFID标签，并预先利用卫星定位和精密地图确定每个轨旁RFID标签的精确位置信息，工作量大，若要达到较高的测距精度，需布置标签数量庞大；基于隧道活塞风的列车预警方法只适用于隧道环境；雷达探测系统具备全天候、全天时工作能力成为理想选择。
2014年11月授权的专利(CN 103235310 B)“一种车载毫米波列车防 撞雷达系统”，采用相控阵雷达技术，对列车前方障碍物进行检测，但在隧道环境下高频电磁波衰减较大，探测距离受限，且轨旁环境复杂情况下虚警率很高，不适用于城市轨道交通环境。
2013年6月申请公布的专利(CN 103171596 A)“一种轨道交通列车的防撞预警方法”，上下行采用不同的频段进行测距，只能对上下行不同的列车进行区分，适用的工况受限。
发明内容
本发明的目的是提供一种用于轨交车辆防撞预警雷达系统，具有双机互为监测冗余的工作模式，提高轨道交通运行安全及效率。
为了实现以上目的，本发明是通过以下技术方案实现的：
一种用于轨交车辆防撞预警雷达系统，其特点是，包含：
第一雷达主机，用于主动测距问讯；
第二雷达主机，其与第一雷达主机相连，用于测距应答；
当所述的第一雷达主机发生故障时，所述的第二雷达主机接管第一雷达主机的主动测距问讯功能；
当所述的第二雷达主机发生故障时，所述的第一雷达主机接管第二雷达主机的测距应答功能。
所述的第一雷达主机发出一测距问讯信号，所述的第二雷达主机接收测距问讯信号后返回一测距应答信号。
所述的第一雷达主机收到返回的测距应答信号，则对除第二雷达主机外的应答地址设备分别测距。
所述的第一雷达主机没有收到返回的测距应答信号，判断第一雷达主机发射自检是否正常；
若否，所述的第二雷达主机接管第一雷达主机的主动测距问讯功能；
若是，分别判断第二雷达主机发射自检和接收自检是否正常；
当所述的第二雷达主机发射自检和接收自检都正常时，第二雷达主机接管第一雷达主机的主动测距问讯功能；
当所述的第二雷达主机的发射自检或接收自检异常时，所述的第一雷达主机接管第二雷达主机的测距应答功能。
所述的第一雷达主机发出一测距问讯信号，所述的第二雷达主机未收到 测距问讯信号，判断第一雷达主机发射自检是否正常；
当所述的第一雷达主机发射自检正常时，第一雷达主机接管第二雷达主机的测距应答功能；
当所述的第一雷达主机发射自检异常时，第二雷达主机接管第一雷达主机的主动测距问讯功能。
当所述的第一雷达主机发生故障时，若对应司机室钥匙信号为高电平，则所述的第二雷达主机接管第一雷达主机的主动测距问讯功能；若对应司机室钥匙信号为低电平，则所述的第二雷达主机执行原功能。
当所述的第二雷达主机发生故障时，若对应司机室钥匙信号为高电平，则所述的第一雷达主机执行原功能；若对应司机室钥匙信号为低电平，则所述的第一雷达主机接管第二雷达主机的测距应答功能。
所述的第一雷达主机包含：
第一数字信号处理模块；
依次相连的第一DDS调频信号发生器、第一滤波器、第一上变频器、第一功率放大器、第一T/R开关、第一低噪声放大器、第一下变频器、第一AGC放大器和第一A/D转换器，所述的第一DDS调频信号发生器输入端连接第一数字信号处理模块输出端，所述的第一A/D转换器输出端连接第一数字信号处理模块输入端；
第二滤波器、第一收发天线，所述的第一收发天线通过第二滤波器连接第一T/R开关。
所述的第二雷达主机包含：
第二数字信号处理模块，其与第一数字信号处理模块相连；
依次相连的第二DDS调频信号发生器、第三滤波器、第二上变频器、第二功率放大器、第二T/R开关、第二低噪声放大器、第二下变频器、第二AGC放大器和第二A/D转换器，所述的第二DDS调频信号发生器输入端连接第二数字信号处理模块输出端，所述的第二A/D转换器输出端连接第二数字信号处理模块输入端；
第四滤波器、第二收发天线，所述的第二收发天线通过第四滤波器连接第二T/R开关。
所述的第一、二雷达主机分别连接RFID天线，用于根据所述的RFID 天线接收的RFID标签信息识别轨交车辆的运行状态。
本发明与现有技术相比，具有以下优点：
本发明具有双机互为监测冗余的工作模式，当其中一个雷达系统发生故障时，另一个雷达系统可以接管出现故障的雷达系统的功能，提高轨道交通运行安全及效率。
本发明通过RFID标签自动识别或手动设置列车的上下行、出入库、临时停车线等运行状态。
附图说明
图1为本发明一种用于轨交车辆防撞预警雷达系统的安装示意图；
图2为本发明一种用于轨交车辆防撞预警雷达系统的系统框图；
图3为第一雷达主机的工作流程图；
图4为第二雷达主机的工作流程图。
具体实施方式
以下结合附图，通过详细说明一个较佳的具体实施例，对本发明做进一步阐述。
如图1所示，一种用于轨交车辆防撞预警雷达系统，包含：第一雷达主机100，用于主动测距问讯；第二雷达主机200，其通过CAN总线与第一雷达主机100相连，用于测距应答；所述的第一、二雷达主机分别连接RFID天线300，用于根据所述的RFID天线接收的RFID标签信息识别轨交车辆的上下行、出入库、临时停车线等运行状态，另一方面也可以手动设置列车的运行状态。在具体实施例中第一雷达主机100和第二雷达主机200分别设置在轨交车辆的车头和车尾。
如图2所示，上述的第一雷达主机100包含：第一数字信号处理模块101；依次相连的第一DDS调频信号发生器102、第一滤波器103、第一上变频器104、第一功率放大器105、第一T/R开关106、第一低噪声放大器107、第一下变频器108、第一AGC放大器109和第一A/D转换器110，所述的第一DDS调频信号发生器102输入端连接第一数字信号处理模块101输出端，所述的第一A/D转换器110输出端连接第一数字信号处理模块101输入端；第二滤波器111、第一收发天线112，所述的第一收发天线112通过第二滤波器111连接第一T/R开关106。测距问讯信号由第一数字信号处理模块控制第一 DDS调频信号发生器产生，测距问讯信号带宽为80MHz的Chirp编码信号，经过第一滤波器103、第一上变频器104、第一功率放大器105及第二滤波器111后由第一收发天线112辐射出去，第一收发天线112接收到的测距应答信号经第二滤波器111、低噪放、下变频、AGC放大、A/D采样获得数字信号，经过第一数字信号处理模块101进行脉冲压缩、信号解码及距离解算。
上述的第二雷达主机200包含：第二数字信号处理模块201，其与第一数字信号处理模块101相连；依次相连的第二DDS调频信号发生器202、第三滤波器203、第二上变频器204、第二功率放大器205、第二T/R开关206、第二低噪声放大器207、第二下变频器208、第二AGC放大器209和第二A/D转换器210，所述的第二DDS调频信号发生器202输入端连接第二数字信号处理模块201输出端，所述的第二A/D转换器输出端连接第二数字信号处理模块输入端；第四滤波器211、第二收发天线212，所述的第二收发天线212通过第四滤波器211连接第二T/R开关206。第二雷达主机200工作原理与第一雷达主机100工作原理一样，在此不再赘述。
在具体实施例中，第一、二数字信号处理模块还分别连接一CAN通信模块(113、213)，为雷达系统与外部设备及电路间通信提供通信接口。
本发明采用带宽为22MHz的Chirp信号，有上调频(Upchirp)、和下调频(Downchirp)两种，接收时则把回波信号经过匹配滤波技术加以压缩，使它的等效带宽B满足B＝Δf>>1/τ，距离分辨率Δr＝c/2B，其中c为电磁波传播速度。
以上调频为例，雷达发射信号表达式
Figure PCTCN2017097307-appb-000001
其中T为脉冲持续时间，f0为中心频率，t是时间变量，K是线性调频率。
带有时延的中频接收回波为：
Figure PCTCN2017097307-appb-000002
ti为回波的延迟时间。
匹配滤波为发射中频信号的复共轭：
Figure PCTCN2017097307-appb-000003
经过匹配滤波后的时域输出为：
Figure PCTCN2017097307-appb-000004
Chirp信号经匹配滤波的输出具有sinc函数的形状和特性，压缩后脉宽变窄，具有很高的距离分辨率。
列车运行时在探测范围内可能会有多列车多台设备同时存在，为保证设备间正常测距，需要对不同设备的发射信号进行识别，使得有潜在危险的列车间能有效的进行距离探测。每台设备被分配唯一的地址编码，编码内容可根据需要包含线路号、列车车次、列车上下行信息、A/B端、设备工作模式(问询/应答)，但不局限于以上信息。
如图3所示，系统上电，静默3s后，第一雷达主机100状态初始化，并进入测距问讯模式。第一雷达主机100发出一测距问讯信号，第二雷达主机200接收测距问讯信号后返回一测距应答信号。所述的第一雷达主机100收到返回的测距应答信号，则对除第二雷达主机200外的应答地址设备分别测距。所述的第一雷达主机100没有收到返回的测距应答信号，判断第一雷达主机100发射自检是否正常；若否，则判断第一雷达主机发射通道故障，故障报警，所述的第二雷达主机200接管第一雷达主机100的主动测距问讯功能；若是，分别判断第二雷达主机发射自检和接收自检是否正常；当所述的第二雷达主机发射自检和接收自检都正常时，则判断第一雷达主机接收通道故障，故障报警，第二雷达主机200接管第一雷达主机100的主动测距问讯功能；当所述的第二雷达主机200的发射自检或接收自检异常时，所述的第一雷达主机100接管第二雷达主机200的测距应答功能，即，若第二雷达主机发射自检异常，则判断第二雷达主机发射通道故障，故障报警，第一雷达主机100接管第二雷达主机200的测距应答功能；若第二雷达主机发射自检正常，则对第二雷达主机的接收自检进行判断，若第二雷达主机接收自检失效，则判断第二雷达主机接收通道故障，故障报警，第一雷达主机100接管第二雷达主机200的测距应答功能。
如图4所示，系统上电，静默3s后，第二雷达主机200状态初始化，然 后进入测距应答模式，第一雷达主机100发出一测距问讯信号，当所述的第二雷达主机200收到测距问讯信号，则第一、二雷达主机工作正常，第二雷达主机200正常应答。所述的第二雷达主机200未收到测距问讯信号，判断第一雷达主机发射自检是否正常；当所述的第一雷达主机100发射自检正常时，则判断第二雷达主机发射通道故障，故障报警，第一雷达主机100接管第二雷达主机200的测距应答功能；当所述的第一雷达主机100发射自检异常时，则判断第一雷达主机接收通道故障，故障报警，第二雷达主机200接管第一雷达主机100的主动测距问讯功能。
当所述的第一雷达主机100发生故障时，若对应司机室钥匙信号为高电平，则所述的第二雷达主机200接管第一雷达主机100的主动测距问讯功能；若对应司机室钥匙信号为低电平，则所述的第二雷达主机200执行原功能。当所述的第二雷达主机200发生故障时，若对应司机室钥匙信号为高电平，则所述的第一雷达主机100执行原功能；若对应司机室钥匙信号为低电平，则所述的第一雷达主机100接管第二雷达主机200的测距应答功能。
综上所述，本发明一种用于轨交车辆防撞预警雷达系统，具有双机互为监测冗余的工作模式，提高轨道交通运行安全及效率。
尽管本发明的内容已经通过上述优选实施例作了详细介绍，但应当认识到上述的描述不应被认为是对本发明的限制。在本领域技术人员阅读了上述内容后，对于本发明的多种修改和替代都将是显而易见的。因此，本发明的保护范围应由所附的权利要求来限定。

Claims (10)

  1. 一种用于轨交车辆防撞预警雷达系统，其特征在于，包含：
    第一雷达主机，用于主动测距问讯；
    第二雷达主机，其与第一雷达主机相连，用于测距应答；
    当所述的第一雷达主机发生故障时，所述的第二雷达主机接管第一雷达主机的主动测距问讯功能；
    当所述的第二雷达主机发生故障时，所述的第一雷达主机接管第二雷达主机的测距应答功能。
  2. 如权利要求1所述的用于轨交车辆防撞预警雷达系统，其特征在于，所述的第一雷达主机发出一测距问讯信号，所述的第二雷达主机接收测距问讯信号后返回一测距应答信号。
  3. 如权利要求2所述的用于轨交车辆防撞预警雷达系统，其特征在于，所述的第一雷达主机收到返回的测距应答信号，则对除第二雷达主机外的应答地址设备分别测距。
  4. 如权利要求2所述的用于轨交车辆防撞预警雷达系统，其特征在于，所述的第一雷达主机没有收到返回的测距应答信号，判断第一雷达主机发射自检是否正常；
    若否，所述的第二雷达主机接管第一雷达主机的主动测距问讯功能；
    若是，分别判断第二雷达主机发射自检和接收自检是否正常；
    当所述的第二雷达主机发射自检和接收自检都正常时，第二雷达主机接管第一雷达主机的主动测距问讯功能；
    当所述的第二雷达主机的发射自检或接收自检异常时，所述的第一雷达主机接管第二雷达主机的测距应答功能。
  5. 如权利要求1所述的用于轨交车辆防撞预警雷达系统，其特征在于，所述的第一雷达主机发出一测距问讯信号，所述的第二雷达主机未收到测距问讯信号，判断第一雷达主机发射自检是否正常；
    当所述的第一雷达主机发射自检正常时，第一雷达主机接管第二雷达主机的测距应答功能；
    当所述的第一雷达主机发射自检异常时，第二雷达主机接管第一雷达 主机的主动测距问讯功能。
  6. 如权利要求1所述的用于轨交车辆防撞预警雷达系统，其特征在于，当所述的第一雷达主机发生故障时，若对应司机室钥匙信号为高电平，则所述的第二雷达主机接管第一雷达主机的主动测距问讯功能；若对应司机室钥匙信号为低电平，则所述的第二雷达主机执行原功能。
  7. 如权利要求1所述的用于轨交车辆防撞预警雷达系统，其特征在于，当所述的第二雷达主机发生故障时，若对应司机室钥匙信号为高电平，则所述的第一雷达主机执行原功能；若对应司机室钥匙信号为低电平，则所述的第一雷达主机接管第二雷达主机的测距应答功能。
  8. 如权利要求1所述的用于轨交车辆防撞预警雷达系统，其特征在于，所述的第一雷达主机包含：
    第一数字信号处理模块；
    依次相连的第一DDS调频信号发生器、第一滤波器、第一上变频器、第一功率放大器、第一T/R开关、第一低噪声放大器、第一下变频器、第一AGC放大器和第一A/D转换器，所述的第一DDS调频信号发生器输入端连接第一数字信号处理模块输出端，所述的第一A/D转换器输出端连接第一数字信号处理模块输入端；
    第二滤波器、第一收发天线，所述的第一收发天线通过第二滤波器连接第一T/R开关。
  9. 如权利要求1-8任一项所述的用于轨交车辆防撞预警雷达系统，其特征在于，所述的第二雷达主机包含：
    第二数字信号处理模块，其与第一数字信号处理模块相连；
    依次相连的第二DDS调频信号发生器、第三滤波器、第二上变频器、第二功率放大器、第二T/R开关、第二低噪声放大器、第二下变频器、第二AGC放大器和第二A/D转换器，所述的第二DDS调频信号发生器输入端连接第二数字信号处理模块输出端，所述的第二A/D转换器输出端连接第二数字信号处理模块输入端；
    第四滤波器、第二收发天线，所述的第二收发天线通过第四滤波器连接第二T/R开关。
  10. 如权利要求1所述的用于轨交车辆防撞预警雷达系统，其特征在于，所述 的第一、二雷达主机分别连接RFID天线，用于根据所述的RFID天线接收的RFID标签信息识别轨交车辆的运行状态。
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