WO2018121543A1 - 单轨列车的定位系统和方法 - Google Patents

单轨列车的定位系统和方法 Download PDF

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Publication number
WO2018121543A1
WO2018121543A1 PCT/CN2017/118717 CN2017118717W WO2018121543A1 WO 2018121543 A1 WO2018121543 A1 WO 2018121543A1 CN 2017118717 W CN2017118717 W CN 2017118717W WO 2018121543 A1 WO2018121543 A1 WO 2018121543A1
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WO
WIPO (PCT)
Prior art keywords
beacon
antenna
monorail train
monorail
positioning
Prior art date
Application number
PCT/CN2017/118717
Other languages
English (en)
French (fr)
Inventor
陈楚君
卓开阔
王发平
Original Assignee
比亚迪股份有限公司
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Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US16/473,780 priority Critical patent/US11433932B2/en
Publication of WO2018121543A1 publication Critical patent/WO2018121543A1/zh

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Classifications

    • 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
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/02—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • 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
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/02—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves
    • G01S5/10—Position of receiver fixed by co-ordinating a plurality of position lines defined by path-difference measurements, e.g. omega or decca systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission
    • 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
    • G01S1/00—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith
    • G01S1/02—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith using radio waves
    • G01S1/68—Marker, boundary, call-sign, or like beacons transmitting signals not carrying directional information
    • 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
    • G01S3/00—Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received
    • G01S3/02—Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received using radio waves
    • G01S3/14—Systems for determining direction or deviation from predetermined direction
    • G01S3/46—Systems for determining direction or deviation from predetermined direction using antennas spaced apart and measuring phase or time difference between signals therefrom, i.e. path-difference systems
    • 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
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/02—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves
    • G01S5/0205—Details
    • 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
    • G01S2205/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S2205/01—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations specially adapted for specific applications
    • 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
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/02—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves
    • G01S5/0269—Inferred or constrained positioning, e.g. employing knowledge of the physical or electromagnetic environment, state of motion or other contextual information to infer or constrain a position
    • G01S5/02695—Constraining the position to lie on a curve or surface

Definitions

  • the present application relates to the field of rail transit technology, and in particular to a positioning system for a monorail train and a positioning method for a monorail train.
  • the beacon is installed in the middle of the track.
  • the beacon antenna is installed at the bottom of the train, one for each of the head and tail cars.
  • the electromagnetic wave signal transmitted by the on-board beacon antenna activates the beacon and transmits absolute position information and other information to the train.
  • an object of the present application is to propose a positioning system for a monorail train, which is not only simple in algorithm, high in positioning efficiency, but also can greatly reduce the number of ground beacons laid.
  • a second object of the present application is to propose a positioning method for a monorail train.
  • the first aspect of the present application provides a positioning system for a monorail train, the system comprising: a first beacon, the first beacon is laid on one side of the uplink track; the second beacon The second beacon is laid on one side of the downlink track, wherein the first beacon and the second beacon are asymmetrically laid; the first beacon antenna and the second beacon antenna, the first a beacon antenna is disposed at a head vehicle position of the monorail train, the second beacon antenna is disposed at a tail car position of the monorail train, and the first beacon antenna and the second beacon antenna are disposed On the opposite sides of the monorail train; positioning means for acquiring beacon data read by the first beacon antenna and beacon data read by the second beacon antenna, and according to The beacon data read by the first beacon antenna and the beacon data read by the second beacon antenna determine the running direction and position information of the monorail train.
  • the first beacon and the second beacon are respectively laid asymmetrically on one side of the uplink track and one side of the down track, and the first beacon is respectively respectively
  • the antenna and the second beacon antenna are disposed at a head vehicle position and a tail car position of the monorail train, and the first beacon antenna and the second beacon antenna are disposed on opposite sides of the monorail train, and the positioning device is configured according to the first beacon antenna
  • the read beacon data and the beacon data read by the second beacon antenna determine the running direction and position information of the monorail train, thereby passing a beacon when the monorail train is initialized or relocated from the fault.
  • the position information and running direction of the monorail train can be determined, which is not only simple in algorithm, high in positioning efficiency, but also can greatly reduce the number of ground beacons laid.
  • the second aspect of the present application proposes a positioning method for a monorail train, the method comprising the steps of: laying a first beacon on one side of an uplink track, and laying a second beacon on the One side of the downlink track, wherein the first beacon and the second beacon are asymmetrically laid; the first beacon antenna is placed at the head vehicle position of the monorail train, and the second beacon antenna is Provided at a tail car position of the monorail train, and the first beacon antenna and the second beacon antenna are disposed on opposite sides of the monorail train; acquiring a letter read by the first beacon antenna And the beacon data read by the second beacon antenna, and determining the monorail according to the beacon data read by the first beacon antenna and the beacon data read by the second beacon antenna Train running direction and position information.
  • the first beacon and the second beacon are respectively asymmetrically laid on one side of the uplink track and one side of the down track, and the first beacon is respectively respectively
  • the antenna and the second beacon antenna are disposed at a head vehicle position and a tail car position of the monorail train, and the first beacon antenna and the second beacon antenna are disposed on opposite sides of the monorail train, and are readable according to the first beacon antenna
  • the beacon data and the beacon data read by the second beacon antenna determine the running direction and position information of the monorail train, thereby determining by a beacon when the monorail train is initially positioned or restored from the fault.
  • the position information and running direction of the monorail train are not only simple in algorithm, but also highly efficient in positioning, and can greatly reduce the number of ground beacons laid.
  • FIG. 1 is a block schematic diagram of a positioning system of a monorail train according to an embodiment of the present application
  • FIG. 2 is a schematic structural diagram of a positioning system of a monorail train according to an embodiment of the present application
  • FIG. 3 is a flow chart of a method of locating a monorail train according to an embodiment of the present application.
  • FIG. 1 is a block schematic diagram of a positioning system for a monorail train in accordance with an embodiment of the present application.
  • the positioning system 100 of the monorail train of the embodiment of the present application includes: a first beacon 10, a second beacon 20, a first beacon antenna 30, a second beacon antenna 40, and a positioning device 50.
  • the first beacon 10 is laid on one side of the uplink track, and the second beacon 20 is laid on one side of the down track.
  • the first beacon 10 and the second beacon 20 are asymmetrically laid.
  • the first beacon 10 and the second beacon 20 may be passive beacons or active beacons.
  • the beacon data of the passive beacon stores fixed position information, and the information in the beacon data of the active beacon can be changed, and in addition to the position information, there are other information such as speed limit, line gradient and curvature. .
  • the first beacon antenna 30 is disposed at the head vehicle position of the monorail train
  • the second beacon antenna 40 is disposed at the tail car position of the monorail train
  • the first beacon antenna 30 and the second beacon antenna 40 are disposed opposite to the monorail train On both sides.
  • the beacon can be read from the first beacon 10 or the second beacon 20 data.
  • the positioning device 50 is configured to acquire the beacon data read by the first beacon antenna 30 and the beacon data read by the second beacon antenna 40, and according to the beacon data and the second letter read by the first beacon antenna 30.
  • the beacon data read by the target antenna 40 determines the running direction and position information of the monorail train.
  • the two-line and right-hand drive system should be adopted.
  • the north-south route runs from south to north in the upward direction, and runs from north to south in the downward direction.
  • the east-west line runs from west to east in the upward direction and from east to west in the downward direction.
  • the circular line should be in the upward direction of the operation direction of the train on the outer track line; the operation direction of the inner track line is the downward direction.
  • the regulations of the uplink or the downlink are different depending on the country or region, and the uplink track and the downlink track are merely exemplified here, and are not limited to the above.
  • the first beacon 10 and the second beacon 20 may be laid on the outer side of the upper rail and the outer side of the descending rail, respectively.
  • the outer side of the up track is the right side of the up track along the train traveling direction.
  • the corresponding first beacon 10 and second beacon 20 are separated by a predetermined distance L along the running direction of the train, wherein L is greater than zero, That is, the corresponding first beacon 10 and second beacon 20 are asymmetrical.
  • the distance L between the first beacon 10 and the second beacon 20 in the running direction of the train is the entire vehicle length of the monorail train.
  • the first beacon antenna 30 is disposed on the same side as the first beacon 10
  • the second beacon antenna 40 is disposed on the same side as the second beacon 20. Therefore, when the first beacon antenna 30 reads the beacon data, the positioning device 50 can determine that the running direction of the monorail train and the head vehicle are aligned, and when the second beacon antenna 40 reads the beacon data, It is judged that the running direction of the monorail train is consistent with the direction of the tail car. And, when the first beacon antenna 30 or the second beacon antenna 40 reads the beacon data, the position information of the monorail train can be acquired from the beacon data.
  • a beacon antenna and a second beacon antenna may also be disposed on opposite sides of the monorail train in other manners, and each setting manner respectively corresponds to the judgment manner of the running direction and position information of different monorail trains, and is not enumerated here. .
  • the first beacon and the second beacon are respectively laid asymmetrically on one side of the uplink track and one side of the down track, and the first beacon is respectively respectively
  • the antenna and the second beacon antenna are disposed at a head vehicle position and a tail car position of the monorail train, and the first beacon antenna and the second beacon antenna are disposed on opposite sides of the monorail train, and the positioning device is configured according to the first beacon antenna
  • the read beacon data and the beacon data read by the second beacon antenna determine the running direction and position information of the monorail train, thereby passing a beacon when the monorail train is initialized or relocated from the fault.
  • the position information and running direction of the monorail train can be determined, which is not only simple in algorithm, high in positioning efficiency, but also can greatly reduce the number of ground beacons laid.
  • the present application also proposes a positioning method for a monorail train.
  • the positioning method of the monorail train in the embodiment of the present application includes the following steps:
  • the first beacon is laid on one side of the uplink track, and the second beacon is laid on one side of the down track, wherein the first beacon and the second beacon are asymmetrically laid.
  • the first beacon and the second beacon may be passive beacons or active beacons.
  • the beacon data of the passive beacon stores fixed position information, and the information in the beacon data of the active beacon can be changed, and in addition to the position information, there are other information such as speed limit, line gradient and curvature. .
  • the first beacon antenna is set at the head vehicle position of the monorail train, and the second beacon antenna is set at the tail car position of the monorail train, and the first beacon antenna and the second beacon antenna are disposed on the monorail train. Opposite sides.
  • the beacon data may be read from the first beacon or the second beacon when the first beacon antenna and the second beacon antenna are near the first beacon or the second beacon on the same side thereof.
  • the target data determines the running direction and position information of the monorail train.
  • the first beacon and the second beacon may be respectively laid one by one on the outer side of the upper track and the outer side of the down track. That is, the first beacon is laid on the outside of the upper track and the second beacon is laid on the outside of the down track.
  • the corresponding first beacon and the second beacon are separated by a preset distance L along the running direction of the train, wherein L is greater than zero, that is, phase
  • the corresponding first beacon and second beacon are asymmetric.
  • the distance L between the first beacon and the second beacon in the running direction of the train is the entire vehicle length of the monorail train.
  • the first beacon antenna is disposed on the same side as the first beacon
  • the second beacon antenna is disposed on the same side as the second beacon. Therefore, when the first beacon antenna reads the beacon data, the running direction and position information of the monorail train can be determined according to the beacon data, for example, the running direction of the monorail train and the head vehicle direction are consistent, and the second beacon is When the antenna reads the beacon data, the running direction and position information of the monorail train can be judged according to the beacon data, for example, the running direction of the monorail train and the tailing vehicle direction are consistent. And, when the beacon data is read by the first beacon antenna or the second beacon antenna, the position information of the monorail train can be acquired from the beacon data.
  • a beacon antenna and a second beacon antenna may also be disposed on opposite sides of the monorail train in other manners, and each setting manner respectively corresponds to the judgment manner of the running direction and position information of different monorail trains, and is not enumerated here. .
  • the first beacon and the second beacon are respectively asymmetrically laid on one side of the uplink track and one side of the down track, and the first beacon is respectively respectively
  • the antenna and the second beacon antenna are disposed at a head vehicle position and a tail car position of the monorail train, and the first beacon antenna and the second beacon antenna are disposed on opposite sides of the monorail train, and are readable according to the first beacon antenna
  • the beacon data and the beacon data read by the second beacon antenna determine the running direction and position information of the monorail train, thereby determining by a beacon when the monorail train is initially positioned or restored from the fault.
  • the position information and running direction of the monorail train are not only simple in algorithm, but also highly efficient in positioning, and can greatly reduce the number of ground beacons laid.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features either explicitly or implicitly.
  • the meaning of "a plurality” is two or more unless specifically and specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless otherwise explicitly stated and defined. , or integrated; can be mechanical connection, or can be electrical connection; can be directly connected, or can be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements.
  • installation can be understood on a case-by-case basis.
  • the first feature "on” or “below” the second feature may be the direct contact of the first and second features, or the first and second features are indirectly through the intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

一种单轨列车的定位系统（100）和方法，其中，定位系统（100）包括：第一信标（10），第一信标（10）铺设在上行轨道的其中一侧；第二信标（20），第二信标（20）铺设在下行轨道的其中一侧，其中，第一信标（10）和第二信标（20）不对称铺设；第一信标天线（30）和第二信标天线（40），第一信标天线（30）设置在单轨列车的头车位置，第二信标天线（40）设置在单轨列车的尾车位置，且第一信标天线（30）和第二信标天线（40）设置在单轨列车的相反两侧；定位装置（50），定位装置（50）用于获取第一信标天线（30）读取的信标数据和第二信标天线（40）读取的信标数据，并根据第一信标天线（30）读取的信标数据和第二信标天线（40）读取的信标数据判断单轨列车的运行方向和位置信息。

Description

单轨列车的定位系统和方法
相关申请的交叉引用
本申请基于申请号为201611227375.7、申请日为2016年12月27日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及轨道交通技术领域，特别涉及一种单轨列车的定位系统和一种单轨列车的定位方法。
背景技术
在传统的轨道交通信标安装方案中，信标被安装在轨道中间位置。信标天线安装在列车底部，头车和尾车各一套。当列车经过信标所在的位置时，车载信标天线发射的电磁波信号激活信标并传递绝对位置信息及其它信息给列车。
在这类方案中，列车初始化定位或者从故障中恢复重定位时，必须经过两个连续的信标才能确定列车的位置和运行方向。这种列车定位的方法比较复杂，并且整个线路上铺设的信标数量必须足够多才能确保定位准确。
发明内容
本申请旨在至少在一定程度上解决上述技术中的技术问题之一。为此，本申请的一个目的在于提出一种单轨列车的定位系统，不仅算法简单，定位效率高，而且能够大大减少地面信标的铺设数量。
本申请的第二个目的在于提出一种单轨列车的定位方法。
为达到上述目的，本申请第一方面实施例提出了一种单轨列车的定位系统，该系统包括：第一信标，所述第一信标铺设在上行轨道的其中一侧；第二信标，所述第二信标铺设在下行轨道的其中一侧，其中，所述第一信标和所述第二信标不对称铺设；第一信标天线和第二信标天线，所述第一信标天线设置在所述单轨列车的头车位置，所述第二信标天线设置在所述单轨列车的尾车位置，且所述第一信标天线和所述第二信标天线设置在所述单轨列车的相反两侧；定位装置，所述定位装置用于获取所述第一信标天线读取的信标数据和所述第二信标天线读取的信标数据，并根据所述第一信标天线读取的信标数据和所述第 二信标天线读取的信标数据判断所述单轨列车的运行方向和位置信息。
根据本申请实施例的单轨列车的定位系统，通过分别将第一信标和第二信标不对称地铺设在上行轨道的其中一侧和下行轨道的其中一侧，并分别将第一信标天线和第二信标天线设置在单轨列车的头车位置和尾车位置，并且第一信标天线和第二信标天线设置在单轨列车的相反两侧，定位装置可根据第一信标天线读取的信标数据和第二信标天线读取的信标数据判断单轨列车的运行方向和位置信息，由此，在单轨列车初始化定位或从故障中恢复重定位时，通过一个信标便可确定单轨列车的位置信息和运行方向，不仅算法简单，定位效率高，而且能够大大减少地面信标的铺设数量。
为达到上述目的，本申请第二方面实施例提出了一种单轨列车的定位方法，该方法包括以下步骤：将第一信标铺设在上行轨道的其中一侧，并将第二信标铺设在下行轨道的其中一侧，其中，所述第一信标和所述第二信标不对称铺设；将第一信标天线设置在所述单轨列车的头车位置，并将第二信标天线设置在所述单轨列车的尾车位置，且所述第一信标天线和所述第二信标天线设置在所述单轨列车的相反两侧；获取所述第一信标天线读取的信标数据和所述第二信标天线读取的信标数据，并根据所述第一信标天线读取的信标数据和所述第二信标天线读取的信标数据判断所述单轨列车的运行方向和位置信息。
根据本申请实施例的单轨列车的定位方法，通过分别将第一信标和第二信标不对称地铺设在上行轨道的其中一侧和下行轨道的其中一侧，并分别将第一信标天线和第二信标天线设置在单轨列车的头车位置和尾车位置，并且第一信标天线和第二信标天线设置在单轨列车的相反两侧，可根据第一信标天线读取的信标数据和第二信标天线读取的信标数据判断单轨列车的运行方向和位置信息，由此，在单轨列车初始化定位或从故障中恢复重定位时，通过一个信标便可确定单轨列车的位置信息和运行方向，不仅算法简单，定位效率高，而且能够大大减少地面信标的铺设数量。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过对本申请的实践了解到。
附图说明
图1为根据本申请实施例的单轨列车的定位系统的方框示意图；
图2为根据本申请一个实施例的单轨列车的定位系统的结构示意图；
图3为根据本申请实施例的单轨列车的定位方法的流程图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
下面结合附图来描述本申请实施例的单轨列车的定位系统和方法。
图1为根据本申请实施例的单轨列车的定位系统的方框示意图。
如图1所示，本申请实施例的单轨列车的定位系统100，包括：第一信标10、第二信标20、第一信标天线30、第二信标天线40和定位装置50。
其中，第一信标10铺设在上行轨道的其中一侧，第二信标20铺设在下行轨道的其中一侧。其中，第一信标10和第二信标20不对称铺设。在本申请的一个实施例中，第一信标10和第二信标20可为无源信标或有源信标。其中，无源信标的信标数据中保存固定的位置信息，有源信标的信标数据中的信息可以被改变，且除了位置信息外，还有其它一些信息如限速、线路坡度和曲度等信息。
第一信标天线30设置在单轨列车的头车位置，第二信标天线40设置在单轨列车的尾车位置，且第一信标天线30和第二信标天线40设置在单轨列车的相反两侧。在第一信标天线30和第二信标天线40靠近与其同侧的第一信标10或第二信标20时，可从第一信标10或第二信标20中读取信标数据。
定位装置50用于获取第一信标天线30读取的信标数据和第二信标天线40读取的信标数据，并根据第一信标天线30读取的信标数据和第二信标天线40读取的信标数据判断单轨列车的运行方向和位置信息。
根据《中华人民共和国国家标准－地铁设计规范》中3.3运营模式中的第一条有规定：地铁正线应采用双线、右侧行车制。南北向线路以由南向北运行为上行方向，由北向南运行为下行方向。东西向线路以由西向东运行为上行方向，由东向西运行为下行方向。环形线路应以列车在外侧轨道线的运营方向为上行方向；内侧轨道线的运营方向为下行方向。应理解，上行轨道和下行轨道的规定因国家或地区的不同而不同，在此仅为举例说明上行轨道和下行轨道，并不限定为上述情况。
在本申请的一个具体实施例中，如图2所示，第一信标10和第二信标20可分别铺设在上行轨道的外侧和下行轨道的外侧。例如，如图2，根据上述上行轨道和下行轨道的示例，上行轨道的外侧为沿列车行进方向的上行轨道的右侧。在多个第一信标10和多个第二信标20中，相对应的第一信标10和第二信标20沿列车运行方向相距预设的距离L，其中，L大于零，也就是说，相对应的第一信标10和第二信标20是不对称的。在本申请的一个具体实施例中，第一信标10和第二信标20沿列车运行方向的距离L为单轨列车的整车长度。
如图2所示，在上行轨道，第一信标天线30与第一信标10同侧设置，在下行轨道，第二信标天线40与第二信标20同侧设置。由此，定位装置50在第一信标天线30读取到信标数据时，可判断单轨列车的运行方向和头车指向一致，在第二信标天线40读取到信标数据时，可判断单轨列车的运行方向和尾车指向一致。并且，在第一信标天线30或第二信标天线40读取到信标数据时，可从信标数据中获取单轨列车的位置信息。
应当理解，上述具体实施例仅示出了一种信标和信标天线的设置方式以及与该设置方式对应的单轨列车的运行方向和位置信息的判断方式，在本申请的其他实施例中，第一信标天线和第二信标天线还可以其他方式设置在单轨列车的相反两侧，并且每种设置方式分别对应不同的单轨列车的运行方向和位置信息的判断方式，在此不一一列举。
根据本申请实施例的单轨列车的定位系统，通过分别将第一信标和第二信标不对称地铺设在上行轨道的其中一侧和下行轨道的其中一侧，并分别将第一信标天线和第二信标天线设置在单轨列车的头车位置和尾车位置，并且第一信标天线和第二信标天线设置在单轨列车的相反两侧，定位装置可根据第一信标天线读取的信标数据和第二信标天线读取的信标数据判断单轨列车的运行方向和位置信息，由此，在单轨列车初始化定位或从故障中恢复重定位时，通过一个信标便可确定单轨列车的位置信息和运行方向，不仅算法简单，定位效率高，而且能够大大减少地面信标的铺设数量。
对应上述实施例，本申请还提出一种单轨列车的定位方法。
如图3所示，本申请实施例的单轨列车的定位方法，包括以下步骤：
S1，将第一信标铺设在上行轨道的其中一侧，并将第二信标铺设在下行轨道的其中一侧，其中，第一信标和第二信标不对称铺设。
在本申请的一个实施例中，第一信标和第二信标可为无源信标或有源信标。其中，无源信标的信标数据中保存固定的位置信息，有源信标的信标数据中的信息可以被改变，且除了位置信息外，还有其它一些信息如限速、线路坡度和曲度等信息。
S2，将第一信标天线设置在单轨列车的头车位置，并将第二信标天线设置在单轨列车的尾车位置，且第一信标天线和第二信标天线设置在单轨列车的相反两侧。
在第一信标天线和第二信标天线靠近与其同侧的第一信标或第二信标时，可从第一信标或第二信标中读取信标数据。
S3，获取第一信标天线读取的信标数据和第二信标天线读取的信标数据，并根据第一信标天线读取的信标数据和第二信标天线读取的信标数据判断单轨列车的运行方向和位置信息。
在本申请的一个具体实施例中，如图2所示，可将第一信标和第二信标分别一一对应铺设在上行轨道的外侧和下行轨道的外侧。也就是说，第一信标铺设在上行轨道的外侧， 第二信标铺设在下行轨道的外侧。在多个第一信标和多个第二信标中，相对应的第一信标和第二信标沿列车运行方向相距预设的距离L，其中，L大于零，也就是说，相对应的第一信标和第二信标是不对称的。在本申请的一个具体实施例中，第一信标和第二信标沿列车运行方向的距离L为单轨列车的整车长度。
如图2所示，在上行轨道，第一信标天线与第一信标同侧设置，在下行轨道，第二信标天线与第二信标同侧设置。由此，在第一信标天线读取到信标数据时，可根据信标数据判断单轨列车的运行方向和位置信息，例如判断单轨列车的运行方向和头车指向一致，在第二信标天线读取到信标数据时，可根据信标数据判断单轨列车的运行方向和位置信息，例如单轨列车的运行方向和尾车指向一致。并且，在第一信标天线或第二信标天线读取到信标数据时，可从信标数据中获取单轨列车的位置信息。
应当理解，上述具体实施例仅示出了一种信标和信标天线的设置方式以及与该设置方式对应的单轨列车的运行方向和位置信息的判断方式，在本申请的其他实施例中，第一信标天线和第二信标天线还可以其他方式设置在单轨列车的相反两侧，并且每种设置方式分别对应不同的单轨列车的运行方向和位置信息的判断方式，在此不一一列举。
根据本申请实施例的单轨列车的定位方法，通过分别将第一信标和第二信标不对称地铺设在上行轨道的其中一侧和下行轨道的其中一侧，并分别将第一信标天线和第二信标天线设置在单轨列车的头车位置和尾车位置，并且第一信标天线和第二信标天线设置在单轨列车的相反两侧，可根据第一信标天线读取的信标数据和第二信标天线读取的信标数据判断单轨列车的运行方向和位置信息，由此，在单轨列车初始化定位或从故障中恢复重定位时，通过一个信标便可确定单轨列车的位置信息和运行方向，不仅算法简单，定位效率高，而且能够大大减少地面信标的铺设数量。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是两个或两个以上，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械 连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (14)

  1. 一种单轨列车的定位系统，其特征在于，包括：
    第一信标，所述第一信标铺设在上行轨道的其中一侧；
    第二信标，所述第二信标铺设在下行轨道的其中一侧，其中，所述第一信标和所述第二信标不对称铺设；
    第一信标天线和第二信标天线，所述第一信标天线设置在所述单轨列车的头车位置，所述第二信标天线设置在所述单轨列车的尾车位置，且所述第一信标天线和所述第二信标天线设置在所述单轨列车的相反两侧；
    定位装置，所述定位装置用于获取所述第一信标天线读取的信标数据和所述第二信标天线读取的信标数据，并根据所述第一信标天线读取的信标数据和所述第二信标天线读取的信标数据判断所述单轨列车的运行方向和位置信息。
  2. 根据权利要求1所述的单轨列车的定位系统，其特征在于，所述第一信标和所述第二信标分别对应铺设在所述上行轨道的外侧和所述下行轨道的外侧。
  3. 根据权利要求2所述的单轨列车的定位系统，其特征在于，所述第一信标和所述第二信标沿所述列车运行方向的距离为所述单轨列车的整车长度。
  4. 根据权利要求2或3所述的单轨列车的定位系统，其特征在于，在所述上行轨道，所述第一信标天线与所述第一信标同侧设置，在所述下行轨道，所述第二信标天线与所述第二信标同侧设置。
  5. 根据权利要求4所述的单轨列车的定位系统，其特征在于，所述定位装置在所述第一信标天线读取到所述信标数据时，判断所述单轨列车的运行方向和所述头车指向一致，并在所述第二信标天线读取到所述信标数据时，判断所述单轨列车的运行方向和所述尾车指向一致。
  6. 根据权利要求1至5中任一项所述的单轨列车的定位系统，其特征在于，所述第一信标和所述第二信标为无源信标，所述第一信标和所述第二信标中保存的信息是固定的。
  7. 根据权利要求1至5中任一项所述的单轨列车的定位系统，其特征在于，所述第一信标和所述第二信标为有源信标，所述第一信标和所述第二信标中保存的信息是可改变的。
  8. 一种单轨列车的定位方法，其特征在于，包括：
    将第一信标铺设在上行轨道的其中一侧，并将第二信标铺设在下行轨道的其中一侧，其中，所述第一信标和所述第二信标不对称铺设；
    将第一信标天线设置在所述单轨列车的头车位置，并将第二信标天线设置在所述单轨列车的尾车位置，且所述第一信标天线和所述第二信标天线设置在所述单轨列车的相反两 侧；
    获取所述第一信标天线读取的信标数据和所述第二信标天线读取的信标数据，并根据所述第一信标天线读取的信标数据和所述第二信标天线读取的信标数据判断所述单轨列车的运行方向和位置信息。
  9. 根据权利要求8所述的单轨列车的定位方法，其特征在于，将所述第一信标和所述第二信标分别铺设在所述上行轨道和所述下行轨道的外侧。
  10. 根据权利要求9所述的单轨列车的定位方法，其特征在于，所述第一信标和所述第二信标沿所述列车运行方向的距离为所述单轨列车的整车长度。
  11. 根据权利要求8或9所述的单轨列车的定位方法，其特征在于，在所述上行轨道，所述第一信标天线与所述第一信标同侧设置，在所述下行轨道，所述第二信标天线与所述第二信标同侧设置。
  12. 根据权利要求11所述的单轨列车的定位方法，其特征在于，在所述第一信标天线读取到所述信标数据时，判断所述单轨列车的运行方向和所述头车指向一致，并在所述第二信标天线读取到所述信标数据时，判断所述单轨列车的运行方向和所述尾车指向一致。
  13. 根据权利要求8至12中任一项所述的单轨列车的定位方法，其特征在于，所述第一信标和所述第二信标为无源信标，所述第一信标和所述第二信标中保存的信息是固定的。
  14. 根据权利要求8至12中任一项所述的单轨列车的定位方法，其特征在于，所述第一信标和所述第二信标为有源信标，所述第一信标和所述第二信标中保存的信息是可改变的。
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