WO2020063979A1 - 列车及其安全定位系统 - Google Patents

列车及其安全定位系统 Download PDF

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Publication number
WO2020063979A1
WO2020063979A1 PCT/CN2019/109160 CN2019109160W WO2020063979A1 WO 2020063979 A1 WO2020063979 A1 WO 2020063979A1 CN 2019109160 W CN2019109160 W CN 2019109160W WO 2020063979 A1 WO2020063979 A1 WO 2020063979A1
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WO
WIPO (PCT)
Prior art keywords
train
signal
gnss
positioning
wireless carrier
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PCT/CN2019/109160
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English (en)
French (fr)
Inventor
薄云览
刘伟华
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比亚迪股份有限公司
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Priority to BR112021005839-7A priority Critical patent/BR112021005839A2/pt
Publication of WO2020063979A1 publication Critical patent/WO2020063979A1/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
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/02—Services making use of location information
    • H04W4/024—Guidance services
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft

Definitions

  • the present disclosure relates to the technical field of vehicles, and in particular, to a train safety positioning system, a train having the safety positioning system, and a train safety positioning method.
  • Transponders and on-board antennas have strict spacing requirements in order to complete the induction and transmission of messages, which poses greater challenges to trackside and on-board equipment, especially for elevated monorail and compact track beams. Body, equipment installation is more inconvenient; 3. When the position of the transponder is adjusted, the message needs to be re-programmed, which is not conducive to the later maintenance of the operating department.
  • a first object of the present disclosure is to propose a train safety positioning system, which can improve train positioning accuracy, reduce equipment installation complexity, and simultaneously reduce material costs and maintenance costs.
  • a second object of the present disclosure is to propose a train.
  • a third object of the present disclosure is to propose a method for safe positioning of trains.
  • a safety positioning system for a train provided by an embodiment of the first aspect of the present disclosure includes: a first positioning subsystem provided in a first compartment of a train, wherein the first positioning subsystem includes a first GNSS ( Global Navigation Satellite System (Global Navigation Satellite System) satellite navigation receiver, a first wireless carrier tag node, at least one first speed sensor, a first vehicle-mounted controller, and a first security positioning unit; A positioning subsystem, wherein the second positioning subsystem includes a second GNSS satellite navigation receiver, a second wireless carrier tag node, at least one second speed sensor, a second vehicle-mounted controller, and a second secure positioning unit; a communication network
  • the first vehicle-mounted controller, the first security positioning unit, the second vehicle-mounted controller, and the second security positioning unit are communicatively connected through the communication network.
  • a first positioning subsystem provided in a first compartment of a train, wherein the first positioning subsystem includes a first GNSS satellite navigation receiver, a first wireless carrier tag node, and at least one first A speed sensor, a first vehicle-mounted controller, and a first safety positioning unit; a second positioning subsystem provided in a second compartment of the train, wherein the second positioning subsystem includes a second GNSS satellite navigation receiver and a second wireless carrier tag A node, at least one second speed sensor, a second vehicle-mounted controller, and a second safety positioning unit; the first vehicle-mounted controller, the first safety positioning unit, the second vehicle-mounted controller, and the second safety positioning unit are communicatively connected through a communication network. Therefore, the system can use the fusion of GNSS and UWB wireless carrier tag node positioning technology to improve the accuracy of train positioning.
  • train safety positioning system may also have the following additional technical features:
  • the first carriage is a front carriage of the train
  • the second carriage is a rear carriage of the train.
  • the communication network includes: a first switch and a second switch provided in a first car of the train; a third switch and a fourth switch provided in a second car of the train; wherein,
  • the first switch is communicatively connected to the first on-board controller, the first security positioning unit, and the third switch, respectively, and the second switch is respectively connected to the first on-board controller and the first switch.
  • the secure positioning unit is communicatively connected to the fourth switch
  • the third switch is communicatively connected to the second vehicle-mounted controller, the second secure positioning unit, and the first switch, respectively, and the fourth switch is separately connected to the fourth switch.
  • the second vehicle-mounted controller, the second security positioning unit, and the second switch are communicatively connected.
  • the first speed sensor and the second speed sensor for detecting a speed of the train.
  • the first secure positioning unit detects the wireless carrier UWB signal received by the first GNSS satellite navigation receiver, the first wireless carrier tag node, and the at least one first speed sensor.
  • the speed signal is used for positioning to obtain the first safe position information.
  • the second secure positioning unit is based on the second GNSS satellite navigation receiver, a wireless carrier UWB signal received by the second wireless carrier tag node, and the at least one second speed sensor.
  • the detected speed signal is used for positioning to obtain the second safe position information.
  • the first secure positioning unit is based on the first GNSS satellite navigation receiver, a wireless carrier UWB signal received by the first wireless carrier tag node, and the at least one first speed sensor. Locating the detected speed signal to obtain the first safe position information; the second safe positioning unit is based on the wireless carrier UWB signal received by the second GNSS satellite navigation receiver, the second wireless carrier tag node, and the Positioning is performed by the speed signal detected by at least one second speed sensor to obtain second safe position information.
  • the first vehicle-mounted controller controls the train according to the first safe position information; or the second vehicle-mounted controller controls the train according to the second safe position information. Control; or the first vehicle-mounted controller or the second vehicle-mounted controller controls the train according to the first safe position information and the second safe position information.
  • the first secure positioning unit detects the wireless carrier UWB signal received by the first GNSS satellite navigation receiver, the first wireless carrier tag node, and the at least one first speed sensor. Positioning the speed signal to obtain the first safe position information, including: the first safe positioning unit performing coordinate system transformation on a GNSS signal received by the first GNSS satellite navigation receiver or the second GNSS satellite navigation receiver, To obtain a first orbit offset; after a first preset time, the first GNSS satellite navigation receiver receives a GNSS signal, and the first safety positioning unit responds to the GNSS received by the first GNSS satellite navigation receiver The signal undergoes coordinate system transformation again to obtain a second track offset; the first safety positioning unit generates a ranging signal according to the speed signal, and obtains a cumulative walking distance of the train according to the ranging signal; and acquires the first The difference between the track offset and the second track offset; the difference between the difference and the cumulative walking distance is less than a preset When the difference threshold value is obtained, the difference threshold value is obtained, the difference threshold
  • an embodiment of the second aspect of the present disclosure proposes a train including the above-mentioned safety positioning system.
  • the train of the embodiment of the present disclosure can improve the positioning accuracy of the train, reduce the complexity of equipment installation, and reduce the cost of materials and maintenance.
  • an embodiment of the third aspect of the present disclosure provides a method for safe positioning of a train, including the following steps: obtaining a ranging signal of the train to obtain a cumulative distance traveled by the train; receiving a GNSS signal, and Obtaining GNSS position coordinates of the ranging signal and GNSS signal of the train; receiving wireless carrier UWB signals; and performing positioning according to the accumulated walking distance of the train, the GNSS position coordinates, and the wireless carrier UWB signal.
  • this method can use the fusion of GNSS and UWB wireless carrier tag node positioning technology to improve the accuracy of train positioning.
  • train safe positioning method may also have the following additional technical features:
  • acquiring GNSS position coordinates according to the ranging signal and the GNSS signal of the train includes: receiving the GNSS signal and performing coordinate system transformation on the GNSS signal to obtain a first track offset Receive the GNSS signal again after the first preset time, and perform coordinate system transformation on the GNSS signal to obtain a second track offset; obtain a ranging signal of the train, and The ranging signal acquires the accumulated walking distance of the train; obtains the difference between the first track offset and the second track offset; the distance between the difference and the accumulated walking distance When the difference is less than a preset error threshold, the GNSS position coordinates are obtained.
  • the ranging signal is generated according to a speed signal, and the ranging signal is corrected by the GNSS signal.
  • interval measurement is performed on the ranging signal according to the UWB signal.
  • FIG. 1 is a schematic structural diagram of a train safety positioning system according to an embodiment of the present disclosure
  • FIG. 3 is an architecture diagram of a train safety positioning system according to an embodiment of the present disclosure
  • FIG. 4 is a schematic block diagram of a train according to an embodiment of the present disclosure.
  • FIG. 5 is a flowchart of a method for safely positioning a train according to an embodiment of the present disclosure.
  • FIG. 1 is a schematic structural diagram of a train safety positioning system according to an embodiment of the present disclosure.
  • the train safety positioning system of the present disclosure may include a first positioning subsystem 100 provided in a first car of the train, a second positioning subsystem 200 provided in a second car of the train, and a communication network 300.
  • the first positioning subsystem 100 may include a first GNSS satellite navigation receiver 110, a first wireless carrier tag node 120, at least one first speed sensor 130, a first vehicle-mounted controller 140, and a first secure positioning unit 150.
  • the second positioning subsystem 200 may include a second GNSS satellite navigation receiver 210, a second wireless carrier tag node 220, at least one second speed sensor 230, a second vehicle-mounted controller 240, and a second secure positioning unit 250.
  • the first vehicle-mounted controller 140, the first safety positioning unit 150, the second vehicle-mounted controller 240, and the second safety positioning unit 250 communicate with each other through the communication network 300.
  • the first carriage may be a front carriage of the train, and the second carriage may be a rear carriage of the train.
  • first speed sensors 130 and second speed sensors 230 for detecting the speed of a train.
  • the first secure positioning unit 150 performs the wireless carrier UWB signal received by the first GNSS satellite navigation receiver 110, the first wireless carrier tag node 120, and the speed signal detected by the at least one first speed sensor 130. Positioning to obtain the first secure position information; and / or the second secure positioning unit 250 according to the wireless carrier UWB signal received by the second GNSS satellite navigation receiver 210, the second wireless carrier tag node 220, and at least one second speed sensor 230 The detected speed signal is used for positioning to obtain the second safe position information.
  • the first vehicle-mounted controller 140 controls the train according to the first safe position information; or the second vehicle-mounted controller 240 controls the train according to the second safe position information; or the first vehicle-mounted controller 140 Alternatively, the second vehicle-mounted controller 240 controls the train according to the first safe position information and the second safe position information.
  • the first secure positioning unit 150 is based on the wireless carrier UWB signal received by the first GNSS satellite navigation receiver 110, the first wireless carrier tag node 120, and the speed signal detected by the at least one first speed sensor 130.
  • Performing positioning to obtain the first safe position information includes: the first safe positioning unit 150 performs coordinate system transformation on the GNSS signal received by the first GNSS satellite navigation receiver 110 to obtain a first orbit offset; After setting the time, the first GNSS satellite navigation receiver 110 receives the GNSS signal, and the first safety positioning unit 150 performs coordinate system transformation on the GNSS signal received by the first GNSS satellite navigation receiver 110 again to obtain a second orbit offset; The first safety positioning unit 150 generates a ranging signal according to the speed signal, and obtains a cumulative walking distance of the train according to the ranging signal; acquires a difference between the first track offset and the second track offset; and the difference between the difference and When the difference between the accumulated walking distances is less than a preset error threshold, GNSS position coordinates
  • the first secure positioning unit 150 is based on the wireless carrier UWB signal received by the first GNSS satellite navigation receiver 110, the first wireless carrier tag node 120, and the speed signal detected by the at least one first speed sensor 130. Performing positioning to obtain the first safe position information includes: after obtaining the GNSS position coordinates, the first safe positioning unit 150 generates a ranging signal according to the speed signal, and corrects the ranging signal through the GNSS signal.
  • the first secure positioning unit 150 is based on the wireless carrier UWB signal received by the first GNSS satellite navigation receiver 110, the first wireless carrier tag node 120, and the speed signal detected by the at least one first speed sensor 130.
  • Performing positioning to obtain the first safe position information includes: when the train enters the platform, performing interval correction on the ranging signal according to the UWB signal of the UWB tag in the platform.
  • the first vehicle-mounted controller 140 may control the train according to the first safe position information acquired by the first secure positioning unit 150, or the second vehicle-mounted controller 240 may control the second safe position according to the second secure positioning unit 250
  • the information controls the train, or the first on-board controller 140 or the second on-board controller 240 controls the train according to the first safe position information and the second safe position information.
  • the first secure position information is acquired in the same manner as the second secure positioning information; the first vehicle-mounted controller controls the train based on the first secure position information and the second vehicle-mounted controller controls the train based on the second secure position information. The control is done in the same way.
  • a security positioning unit is used to perform positioning according to a wireless carrier UWB signal received by a GNSS satellite navigation receiver, a wireless carrier tag node, and a speed signal detected by at least one speed sensor.
  • the controller controls the train based on the safe position information as an example to explain.
  • GNSS Global Positioning System
  • GLONASS Global Navigation Navigation System
  • Galileo Galileo
  • this disclosure proposes a safety positioning system that can be applied to urban rail transit signal systems to complete Autonomous positioning of trains.
  • the system forms hot standby redundancy by setting two safety positioning units in the front and rear compartments.
  • Each safety positioning unit is connected to a GNSS satellite navigation receiver, a wireless carrier tag node, and a speed sensor. The position information of these three sensors is provided. Converged and sent to the on-board controller via the communication network to provide secure location information.
  • Speed detection is performed on multiple wheels of the front and rear compartments through multiple first speed sensors and multiple second speed sensors, and the cumulative pulse count of mileage is obtained through the speed sensor, which can be combined with the wheel diameter value to calculate the train Walking distance.
  • the number of pulses for one rotation of the train wheel is n
  • the circumference of the wheel is L
  • the cumulative number of running pulses of the train is m.
  • the UWB tag nodes in the front compartment and the UWB tag nodes in the front and rear compartments perform ranging and communication to provide communication with the two vehicles. Relative distance, relative speed.
  • the UWB tag node provided in the rear compartment and the UWB tag node provided in the front compartment of the rear vehicle perform ranging and communication to provide a relative distance and a relative vehicle speed from the two vehicles.
  • vehicle tracking and train collision avoidance functions can be realized.
  • it can also perform distance measurement with the UWB reference point base station set next to the track, and provide a relative distance from a fixed coordinate point next to the track for train positioning and precise stop of the platform.
  • the GNSS satellite navigation receiver is used to receive the latitude and longitude coordinates of the real-time position of the train, and combined with the one-dimensional electronic map of the track to calculate the position of the train on the track, that is, the latitude and longitude coordinates of the train are measured in advance and combined with a
  • the dimensional electronic map forms a mapping table. After receiving the latitude and longitude coordinates, after querying the mapping table, the position points of the train on the one-dimensional electronic map, that is, the position of the train on the track, can be obtained.
  • the GNSS satellite navigation receiver performs real-time coordinate correction with a ground-enhanced differential station at a fixed position beside the orbit, and uses real-time dynamic positioning technology based on carrier phase observations to provide real-time 3D positioning results of the terminal receiver in a specified coordinate system, thereby Improve train positioning accuracy.
  • the safety positioning unit calculates the integrated mileage of the speed sensor, the position coordinates determined by the GNSS satellite navigation receiver, and the relative distance of the UWB tag node ranging to obtain the first safe positioning information of the train, and sends it to the vehicle controller through the communication network 300 for: Train ATP (Automatic Train Protection) train protection and ATO (Automatic Train Operation) train automatic driving.
  • Train ATP Automatic Train Protection
  • ATO Automatic Train Operation
  • step S102 Determine whether the train has received a GNSS positioning signal. If yes, go to step S104; if no, go to step S103.
  • the train acquires a GNSS positioning signal by using a jump mode.
  • S104 The coordinate system is transformed into a one-dimensional orbit offset by the latitude and longitude coordinates.
  • the one-dimensional orbital offset is converted into an initial positioning 1 (orbital logical section + offset).
  • the train acquires the GNSS positioning signal 2 by using a skip mode (such as an interval of 1 s), and performs cumulative distance measurement by the speed sensor to obtain the accumulated mileage of the train.
  • a skip mode such as an interval of 1 s
  • step S107 Determine whether the difference between the GNSS distance difference and the accumulated mileage is less than the error threshold. If yes, go to step S108; if no, go back to step S106.
  • S108 The system mode is upgraded to currently have secure positioning information.
  • S110 Communicate with a UWB positioning base station beside a platform track.
  • the train safety positioning system disclosed in the present disclosure improves the accuracy of train positioning.
  • the dynamic positioning accuracy can be within 10 cm, while the positioning accuracy of the transponder can only be as small as 50 cm. .
  • Reduced equipment installation complexity Transponders and transponder antennas are relatively large and need to meet the requirements for metal-free within a certain range. This poses a challenge for the installation of straddle-type monorail equipment.
  • GNSS receivers do not need to be equipped with trackside equipment.
  • UWB railside base stations are small in size and can share antenna poles with other railside equipment, making it easier to install the equipment. Reduced material and maintenance costs, GNSS satellite navigation receivers and UWB tag costs are lower than transponders.
  • the communication network 300 may include a first switch 310 and a second switch 320 provided in the first positioning subsystem 100, and a third switch 330 provided in the second positioning subsystem 200. And fourth switch 340.
  • the first switch 310 is communicatively connected with the first vehicle controller 140, the first secure positioning unit 150, and the third switch 330, respectively
  • the second switch 320 is connected with the first vehicle controller 140, the first secure positioning unit 150, and the third switch respectively.
  • the four switches 340 are communicatively connected, the third switch 330 is communicatively connected with the second vehicle controller 240, the second security positioning unit 250, and the first switch 310, respectively, and the fourth switch 340 is connected with the second vehicle controller 240 and the second security positioning, respectively.
  • the unit 250 is in communication connection with the second switch 320.
  • the front carriage and the rear carriage are respectively provided with two switches to form a redundant dual network, and the safety positioning unit redundantly transmits safety positioning information through each network.
  • train positioning is a safe input for train control, which requires high safety and reliability, using a single sensor technology such as GNSS, UWB, and speed sensors
  • GNSS is blocked by signals or weather and atmospheric changes
  • Problems such as loss of satellite signals and loss of location or drift
  • UWB uses short-range communications with a spectrum bandwidth of 1Ghz or higher, and can only perform relative ranging.
  • it is necessary to arrange a positioning base station beside the orbit to locate the base station.
  • the accuracy of the installation position directly affects the positioning accuracy of mobile trains.
  • each security positioning unit adopts a two-out-two security architecture of rail transit, that is, each security positioning unit includes an independent dual CPU, which is connected through different types of communication interfaces.
  • GNSS satellite navigation receivers and UWB tag nodes receive speed sensor pulses through a speed measurement circuit. After each CPU receives different sensor data, it performs independent calculations. The calculated results are exchanged between CPU1 and CPU2 and compared. , Send to the switch after agreement, and then send the vehicle controller.
  • the on-board controller After receiving the train positioning information, the on-board controller is used to calculate the car control curve, and at the same time, it transmits the train position information to the ground control center via the car-ground wireless network for train position monitoring. Therefore, the accuracy of the positioning information is further improved, so that the train can more accurately locate and stop.
  • first compartment and the second compartment may also be other compartments of the train.
  • the manner for obtaining the positioning information of the train safety is the same as that in the above embodiment, and to avoid redundancy, it will not be described in detail here.
  • the second secure positioning unit performs positioning according to a second GNSS satellite navigation receiver, a wireless carrier UWB signal received by the second wireless carrier tag node, and a speed signal detected by at least one second speed sensor, so that Obtaining the second safety position information includes: the second safety positioning unit performs coordinate system transformation on the GNSS signal received by the second GNSS satellite navigation receiver to obtain a third orbit offset; after a second preset time, the second The GNSS satellite navigation receiver receives the GNSS signal, and the second safety positioning unit transforms the coordinate system of the GNSS signal received by the second GNSS satellite navigation receiver again to obtain a fourth orbit offset; the second safety positioning unit generates according to the speed signal Ranging signals, and obtaining the cumulative walking distance of the train according to the ranging signals; obtaining the difference between the third track offset and the fourth track offset; the difference between the difference and the accumulated walking distance is less than the When the error threshold is set, the GNSS position coordinates are obtained.
  • the second secure positioning unit performs positioning according to a second GNSS satellite navigation receiver, a wireless carrier UWB signal received by the second wireless carrier tag node, and a speed signal detected by at least one second speed sensor, so that Obtaining the second safe position information includes: after obtaining the GNSS position coordinates, the second safe positioning unit 250 generates a ranging signal according to the speed signal, and corrects the ranging signal through the GNSS signal.
  • the second secure positioning unit performs positioning according to a second GNSS satellite navigation receiver, a wireless carrier UWB signal received by the second wireless carrier tag node, and a speed signal detected by at least one second speed sensor, so that Obtaining the second safe position information includes: when the train enters the platform, performing interval correction on the ranging signal according to the UWB signal of the UWB tag in the platform.
  • the train safety positioning system in the above embodiment may be obtained by the first positioning subsystem of the first compartment of the train, or the second positioning subsystem of the second compartment of the train.
  • the first positioning subsystem and the second positioning subsystem may also jointly obtain the first security positioning information and the second security positioning information.
  • the first vehicle-mounted controller or the second vehicle-mounted controller is based on the first security positioning information and the second security positioning.
  • Information and combined with corresponding algorithms to obtain the safe position information of the train for example, the middle position of the two safe position information
  • the method for acquiring the second secure location information is the same as the method for acquiring the first secure location information. To avoid redundancy, details are not described herein again.
  • a train safety positioning system is provided in a first positioning subsystem of a first compartment of a train, wherein the first positioning subsystem includes a first GNSS satellite navigation receiver and a first wireless carrier tag. Node, at least one first speed sensor, first on-board controller, and first safety positioning unit; a second positioning subsystem provided in the second compartment of the train, wherein the second positioning subsystem includes a second GNSS satellite navigation receiver, A second wireless carrier tag node, at least one second speed sensor, a second vehicle controller, and a second security positioning unit; the first vehicle controller, the first security positioning unit, the second vehicle controller, and the second security positioning unit pass Communication network communication connection.
  • the system can improve train positioning accuracy, reduce equipment installation complexity, and reduce material and maintenance costs.
  • FIG. 4 is a schematic block diagram of a train according to an embodiment of the present disclosure.
  • the train 1000 of the present disclosure may include the train safety positioning system 1100 described above.
  • the train of the present disclosure can improve the accuracy of train positioning, reduce the complexity of equipment installation, and reduce the cost of materials and maintenance at the same time through the train safety positioning system.
  • FIG. 5 is a flowchart of a train safe positioning method according to an embodiment of the present disclosure.
  • the method for securely positioning a train may include the following steps:
  • Positioning is performed according to the accumulated walking distance of the train, GNSS position coordinates, and wireless carrier UWB signals.
  • acquiring GNSS position coordinates according to a distance measurement signal and a GNSS signal of a train includes: receiving a GNSS signal and performing coordinate system transformation on the GNSS signal to obtain a first track offset; After setting the time, the GNSS signal is received again, and the coordinate system of the GNSS signal is transformed to obtain the second track offset; the distance measurement signal of the train is obtained, and the cumulative walking distance of the train is obtained according to the distance measurement signal; the first track is obtained The difference between the offset and the second track offset; when the difference between the difference and the cumulative walking distance is less than a preset error threshold, GNSS position coordinates are obtained.
  • a ranging signal is generated according to the speed signal, and the ranging signal is corrected by the GNSS signal.
  • the ranging signal is corrected based on the UWB signal.
  • this method can use GNSS and UWB wireless carrier tag node positioning technology to fuse and improve train positioning accuracy.
  • first and second are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as “first” and “second” may explicitly or implicitly include at least one of the features. In the description of the present disclosure, the meaning of "a plurality” is at least two, for example, two, three, etc., unless it is specifically and specifically defined otherwise.
  • the terms “installation,” “connected,” “connected,” and “fixed” should be understood broadly unless otherwise specified and defined, for example, they may be fixed or detachable. , Or integrated; it can be mechanical or electrical; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of the two elements or the interaction between the two elements, unless otherwise specified The limit.
  • the specific meanings of the above terms in the present disclosure can be understood according to specific situations.
  • the first feature "on” or “down” of the second feature may be the first and second features in direct contact, or the first and second features indirectly through an intermediate medium. contact.
  • the first feature is “above”, “above”, and “above” the second feature.
  • the first feature is directly above or obliquely above the second feature, or only indicates that the first feature is higher in level than the second feature.
  • the first feature is “below”, “below”, and “below” of the second feature.
  • the first feature may be directly below or obliquely below the second feature, or it may simply indicate that the first feature is less horizontal than the second feature.

Abstract

本公开公开了一种列车及其安全定位系统，所述系统包括：设置在列车第一车厢的第一定位子系统，其中，第一定位子系统包括第一GNSS卫星导航接收机、第一无线载波标签节点、至少一个第一速度传感器、第一车载控制器和第一安全定位单元；设置在列车第二车厢的第二定位子系统，其中，第二定位子系统包括第二GNSS卫星导航接收机、第二无线载波标签节点、至少一个第二速度传感器、第二车载控制器和第二安全定位单元；通信网络，第一车载控制器、第一安全定位单元、第二车载控制器和第二安全定位单元通过通信网络通信连接。由此，提高了列车定位精度，降低了设备安装复杂度，同时降低了物料成本和维护成本。

Description

列车及其安全定位系统
相关申请的交叉引用
本申请基于申请号为201811157030.8，申请日为2018年09月30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
本公开涉及车辆技术领域，特别涉及一种列车安全定位系统、一种具有该安全定位系统的列车和一种列车安全定位方法。
背景技术
在轨道信号系统中，列车安全可靠地获取定位非常关键，通常采用应答器与速度传感器结合的方式进行列车定位。该定位方式广泛应用于高速铁路，城市轨道交通信号系统，在实现本公开过程中，发明人发现现有技术中至少存在如下问题：1、为了克服轮胎磨损，胎压变化造成的测速累计误差，地面需间隔一定距离布置应答器，例如，在城市轨道交通中，通常间隔距离为200～300米，为了获取更高的站内车停车精度，需布置更多的应答器，带来了大量的设备成本；2、应答器和车载天线为了完成报文的感应和传输，有着严格的间距要求，给轨旁和车载设备提出了更大挑战，特别是对于跨座式单轨的高架轨道梁和紧凑型车身，设备安装更为不便；3、当应答器位置调整时，需要重新烧写报文，不利于运营部门的后期维护。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本公开的第一个目的在于提出一种列车安全定位系统，能够提高列车定位精度，降低设备安装复杂度，同时降低物料成本和维护成本。
本公开的第二个目的在于提出一种列车。
本公开的第三个目的在于提出一种列车安全定位方法。
为达到上述目的，本公开第一方面实施例提出的一种列车安全定位系统，包括：设置在列车第一车厢的第一定位子系统，其中，所述第一定位子系统包括第一GNSS(Global Navigation Satellite System，全球导航卫星系统)卫星导航接收机、第一无线载波标签节点、至少一个第一速度传感器、第一车载控制器和第一安全定位单元；设置在列车第二 车厢的第二定位子系统，其中，所述第二定位子系统包括第二GNSS卫星导航接收机、第二无线载波标签节点、至少一个第二速度传感器、第二车载控制器和第二安全定位单元；通信网络，所述第一车载控制器、所述第一安全定位单元、所述第二车载控制器和所述第二安全定位单元通过所述通信网络通信连接。
根据本公开实施例的列车安全定位系统，设置在列车第一车厢的第一定位子系统，其中，第一定位子系统包括第一GNSS卫星导航接收机、第一无线载波标签节点、至少一个第一速度传感器、第一车载控制器和第一安全定位单元；设置在列车第二车厢的第二定位子系统，其中，第二定位子系统包括第二GNSS卫星导航接收机、第二无线载波标签节点、至少一个第二速度传感器、第二车载控制器和第二安全定位单元；第一车载控制器、第一安全定位单元、第二车载控制器和第二安全定位单元通过通信网络通信连接。由此，该系统能够利用GNSS和UWB无线载波标签节点定位技术的融合，提高列车定位精度。
另外，根据本公开实施例的列车安全定位系统还可以具有如下附加的技术特征：
根据本公开的一个实施例，所述第一车厢为所述列车的车头车厢，所述第二车厢为所述列车的车尾车厢。
根据本公开的一个实施例，所述通信网络包括：设置在所述列车第一车厢的第一交换机和第二交换机；设置在所述列车第二车厢的第三交换机和第四交换机；其中，所述第一交换机分别与所述第一车载控制器、所述第一安全定位单元和所述第三交换机通信连接，所述第二交换机分别与所述第一车载控制器、所述第一安全定位单元和所述第四交换机通信连接，所述第三交换机分别与所述第二车载控制器、所述第二安全定位单元和所述第一交换机通信连接，所述第四交换机分别与所述第二车载控制器、所述第二安全定位单元和所述第二交换机通信连接。
根据本公开的一个实施例，所述第一速度传感器和所述第二速度传感器为多个，用于检测所述列车的速度。
根据本公开的一个实施例，所述第一安全定位单元根据所述第一GNSS卫星导航接收机、所述第一无线载波标签节点接收的无线载波UWB信号和所述至少一个第一速度传感器检测的速度信号进行定位，以得到第一安全位置信息。
根据本公开的另一个实施例，所述第二安全定位单元根据所述第二GNSS卫星导航接收机、所述第二无线载波标签节点接收的无线载波UWB信号和所述至少一个第二速度传感器检测的速度信号进行定位，以得到第二安全位置信息。
根据本公开的又一个实施例，所述第一安全定位单元根据所述第一GNSS卫星导航接收机、所述第一无线载波标签节点接收的无线载波UWB信号和所述至少一个第一速度传感器检测的速度信号进行定位，以得到第一安全位置信息；所述第二安全定位单元根据所述第 二GNSS卫星导航接收机、所述第二无线载波标签节点接收的无线载波UWB信号和所述至少一个第二速度传感器检测的速度信号进行定位，以得到第二安全位置信息。
根据本公开的一个实施例，所述第一车载控制器根据所述第一安全位置信息对所述列车进行控制；或者所述第二车载控制器根据所述第二安全位置信息对所述列车进行控制；或者所述第一车载控制器或者所述第二车载控制器根据所述第一安全位置信息和所述第二安全位置信息对所述列车进行控制。
根据本公开的一个实施例，所述第一安全定位单元根据所述第一GNSS卫星导航接收机、所述第一无线载波标签节点接收的无线载波UWB信号和所述至少一个第一速度传感器检测的速度信号进行定位，以得到第一安全位置信息，包括：所述第一安全定位单元对所述第一GNSS卫星导航接收机或第二GNSS卫星导航接收机接收的GNSS信号进行坐标系变换，以获得第一轨道偏移量；在第一预设时间后，所述第一GNSS卫星导航接收机接收GNSS信号，所述第一安全定位单元对所述第一GNSS卫星导航接收机接收的GNSS信号再次进行坐标系变换，以获得第二轨道偏移量；所述第一安全定位单元根据速度信号生成测距信号，并根据所述测距信号获取列车的累计行走距离；获取所述第一轨道偏移量和所述第二轨道偏移量之间的差值；在所述差值与所述累计行走距离之间的差值小于预设误差阈值时，得到GNSS位置坐标；在得到所述GNSS位置坐标后，所述第一安全定位单元根据速度信号生成所述测距信号，并通过所述GNSS信号对测距信号进行校正；在所述列车进入站台时，根据所述站台中的UWB标签的UWB信号对所述测距信号进行区间校正；根据所述列车的累计行走距离、所述GNSS位置坐标、通过所述GNSS信号校正后的所述测距信号以及通过UWB信号校正后的测距信号进行计算，得到所述第一安全位置信息。
为达到上述目的，本公开第二方面实施例提出了一种列车，其包括上述的安全定位系统。
本公开实施例的列车，通过上述的安全定位系统，能够提高列车定位精度，降低了设备安装复杂度，同时降低了物料成本和维护成本。
为达到上述目的，本公开第三方面实施例提出了一种列车安全定位方法，包括以下步骤：获取所述列车的测距信号，以获得列车的累计行走距离；接收GNSS信号，并根据所述列车的测距信号和GNSS信号获取GNSS位置坐标；接收无线载波UWB信号；根据所述列车的累计行走距离、所述GNSS位置坐标以及所述无线载波UWB信号进行定位。
根据本公开实施例的列车安全定位方法，获取列车的测距信号，以获得列车的累计行走距离；接收GNSS信号，并根据列车的测距信号和GNSS信号获取GNSS位置坐标；接收无线载波UWB信号；根据列车的累计行走距离、GNSS位置坐标以及无线载波UWB信号进行定位。由此，该方法能够利用GNSS和UWB无线载波标签节点定位技术的融合，提高列车定位 精度。
另外，根据本公开实施例的列车安全定位方法还可以具有如下附加的技术特征：
根据本公开的一个实施例，根据所述列车的测距信号和GNSS信号获取GNSS位置坐标，包括：接收所述GNSS信号，并对所述GNSS信号进行坐标系变换，以获得第一轨道偏移量；在第一预设时间后，再次接收所述GNSS信号，并对所述GNSS信号进行坐标系变换，以获得第二轨道偏移量；获取所述列车的测距信号，并根据所述测距信号获取所述列车的累计行走距离；获取所述第一轨道偏移量和所述第二轨道偏移量之间的差值；在所述差值与所述累计行走距离之间的差值小于预设误差阈值时，得到所述GNSS位置坐标。
根据本公开的一个实施例，在得到所述GNSS位置坐标后，根据速度信号生成所述测距信号，并通过所述GNSS信号对测距信号进行校正。
根据本公开的一个实施例，在所述列车进入站台时，根据所述UWB信号对所述测距信号进行区间校正。
本公开附加的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，或通过本公开的实践了解到。
附图说明
图1是根据本公开一个实施例的列车安全定位系统的结构示意图；
图2是根据本公开一个实施例的融合计算的流程图；
图3是根据本公开一个实施例的列车安全定位系统的架构图；
图4是根据本公开一个实施例的列车的方框示意图；以及
图5是根据本公开一个实施例的列车安全定位方法的流程图。
具体实施方式
下面详细描述本公开的实施例，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，旨在用于解释本公开，而不能理解为对本公开的限制。
下面参考附图描述本公开实施例的列车安全定位系统和具有该安全定位系统的列车。
图1是根据本公开一个实施例的列车安全定位系统的结构示意图。
如图1所示，本公开的列车安全定位系统可包括：设置在列车第一车厢的第一定位子系统100、设置在列车第二车厢的第二定位子系统200和通信网络300。
其中，第一定位子系统100可包括第一GNSS卫星导航接收机110、第一无线载波标签节点120、至少一个第一速度传感器130、第一车载控制器140和第一安全定位单元150。 第二定位子系统200可包括第二GNSS卫星导航接收机210、第二无线载波标签节点220、至少一个第二速度传感器230、第二车载控制器240和第二安全定位单元250。第一车载控制器140、第一安全定位单元150、第二车载控制器240和第二安全定位单元250通过通信网络300相互通信。
在本公开的一个实施例中，第一车厢可以为列车的车头车厢，第二车厢可以为列车的车尾车厢。
在本公开的一个实施例中，第一速度传感器130和第二速度传感器230可以为多个，用于检测列车的速度。
根据本公开的一个实施例，第一安全定位单元150根据第一GNSS卫星导航接收机110、第一无线载波标签节点120接收的无线载波UWB信号和至少一个第一速度传感器130检测的速度信号进行定位，以得到第一安全位置信息；和/或第二安全定位单元250根据第二GNSS卫星导航接收机210、第二无线载波标签节点220接收的无线载波UWB信号和至少一个第二速度传感器230检测的速度信号进行定位，以得到第二安全位置信息。
根据本公开的一个实施例，第一车载控制器140根据第一安全位置信息对列车进行控制；或者第二车载控制器240根据第二安全位置信息对列车进行控制；或者第一车载控制器140或者第二车载控制器240根据第一安全位置信息和第二安全位置信息对列车进行控制。
在本公开的一个实施例中，第一安全定位单元150根据第一GNSS卫星导航接收机110、第一无线载波标签节点120接收的无线载波UWB信号和至少一个第一速度传感器130检测的速度信号进行定位，以得到第一安全位置信息，包括：第一安全定位单元150对第一GNSS卫星导航接收机110接收的GNSS信号进行坐标系变换，以获得第一轨道偏移量；在第一预设时间后，第一GNSS卫星导航接收机110接收GNSS信号，第一安全定位单元150对第一GNSS卫星导航接收机110接收的GNSS信号再次进行坐标系变换，以获得第二轨道偏移量；第一安全定位单元150根据速度信号生成测距信号，并根据测距信号获取列车的累计行走距离；获取第一轨道偏移量和第二轨道偏移量之间的差值；在差值与累计行走距离之间的差值小于预设误差阈值时，得到GNSS位置坐标。
在本公开的一个实施例中，第一安全定位单元150根据第一GNSS卫星导航接收机110、第一无线载波标签节点120接收的无线载波UWB信号和至少一个第一速度传感器130检测的速度信号进行定位，以得到第一安全位置信息，包括：在得到GNSS位置坐标后，第一安全定位单元150根据速度信号生成测距信号，并通过GNSS信号对测距信号进行校正。
在本公开的一个实施例中，第一安全定位单元150根据第一GNSS卫星导航接收机110、第一无线载波标签节点120接收的无线载波UWB信号和至少一个第一速度传感器130检测 的速度信号进行定位，以得到第一安全位置信息，包括：在列车进入站台时，根据站台中的UWB标签的UWB信号对测距信号进行区间校正。
也就是说，第一车载控制器140可根据第一安全定位单元150获取的第一安全位置信息对列车进行控制，或者第二车载控制器240根据第二安全定位单元250获取的第二安全位置信息对列车进行控制，或者第一车载控制器140或第二车载控制器240根据第一安全位置信息和第二安全位置信息对列车进行控制。其中，第一安全位置信息的获取方式和第二安全定位信息的获取方式相同；第一车载控制器根据第一安全位置信息对列车进行控制和第二车载控制器根据第二安全位置信息对列车进行控制的方式相同。
为了便于描述，在下面实施例中，以安全定位单元根据GNSS卫星导航接收机、无线载波标签节点接收的无线载波UWB信号和至少一个速度传感器检测的速度信号进行定位，以得到安全位置信息，车载控制器根据安全位置信息对列车进行控制为例，进行解释说明。
随着GPS(Global Positioning System，全球定位系统)、GLONASS(Global Navigation Satellite System，全球卫星导航系统)、Galileo和我国自主的北斗卫星导航系统的逐步发展和完善，卫星导航定位技术的应用领域不断扩展，GNSS技术应用于轨道交通列车定位得到广泛关注，如何采用GNSS实现列车安全有效的定位，成为研究热点，为此，本公开提出一种安全定位系统，可以应用于城市轨道交通信号系统中，完成列车自主定位。该系统通过在车头车厢和车尾车厢设置两个安全定位单元构成热备冗余，每个安全定位单元连接GNSS卫星导航接收机、无线载波标签节点、速度传感器，将这三种传感器的位置信息进行融合，并通过通信网络发送给车载控制器，以提供安全的位置信息。
通过多个第一速度传感器和多个第二速度传感器分别对车头车厢和车尾车厢的多个车轮进行速度检测，通过速度传感器获取里程累计脉冲计数，与车轮轮径值结合，可计算出列车的行走距离。例如，列车车轮转动一圈的脉冲数为n，车轮周长为L，列车累计走行脉冲数为m，那么，列车累计的行走距离s＝L/n*m。
车头车厢和车尾车厢设置有两个无线载波标签节点(UWB标签节点)，车头车厢设置的UWB标签节点与前车车尾车厢设置的UWB标签节点进行测距、通信，以提供与两车的相对距离、相对车速。同样地，车尾车厢设置的UWB标签节点与后车车头车厢设置的UWB标签节点进行测距、通信，以提供与两车的相对距离、相对车速。从而能够实现车车追踪、列车防撞功能。同时，还可以与轨旁设置的UWB参考点基站进行测距，提供与轨旁固定坐标点的相对距离，用于列车定位、站台精确停车。
GNSS卫星导航接收机用于接收列车实时位置的经纬度坐标，并与轨道的一维电子地图相结合，以计算出列车在轨道上的位置，即，预先对列车的经纬度坐标进行测量，并结合一维电子地图，形成一个映射表，在接收到经纬度坐标时，经过查询映射表，即可得到列 车在一维电子地图上的位置点，也就是列车在轨道上的位置。GNSS卫星导航接收机与轨旁固定位置的地面增强差分站进行实时坐标校正，采用基于载波相位观测值的实时动态定位技术，能够实时地提供终端接收机在指定坐标系中的三维定位结果，从而提高列车定位精度。
安全定位单元对速度传感器累计里程、GNSS卫星导航接收机确定的位置坐标、UWB标签节点测距相对距离进行融合计算，得到列车第一安全定位信息，通过通信网络300发给车载控制器，用于列车ATP(Automatic Train Protection，列车自动防护系统)防护和ATO(Automatic Train Operation，列车自动驾驶子系统)自动驾驶。
下面结合图2对如何获取第一安全定位信息进行详细描述。
S101，列车上电启动。
S102，判断列车是否接收到GNSS定位信号。如果是，执行步骤S104；如果否，执行步骤S103。
S103，列车采用跳跃方式获取GNSS定位信号。
S104，经纬度坐标进行坐标系变换为一维轨道偏移量。
S105，一维轨道偏移量转换为初始定位1(轨道逻辑区段+偏移量)。
S106，列车采用跳跃模式(如间隔1s)获取GNSS定位信号2，并进行速度传感器累计测距，以获得列车累计里程。
S107，判断GNSS距离差与累计里程之间的差值是否小于误差阈值。如果是，执行步骤S108；如果否，返回步骤S106。
S108，系统模式升级为当前具有安全定位信息。
S109，间隔1s获取GNSS定位信号，对速度传感器获取的列车累计里程进行校正。
S110，与站台轨旁UWB定位基站进行通信。
S111，列车站台精准停车。
S112，列车进行站台时，对测距信号进行区间校正。
综上，本公开的列车安全定位系统，提高了列车定位精度，通过差分型GNSS和UWB精确定位技术的融合，动态定位精度可以到10厘米以内，而应答器的定位精度最小只能到50厘米。降低了设备安装复杂度，应答器、应答器天线体积较大，并需要满足周围一定范围内无金属要求，给跨座式单轨设备安装提出了挑战，同时，由于GNSS接收机无需布置轨旁设备，UWB轨旁基站体积较小，可以与其它轨旁设备共用天线杆，更便于设备安装。降低了物料成本和维护成本，GNSS卫星导航接收机和UWB标签成本低于应答器。
根据本公开的一个实施例，通信网络300可包括：设置在第一定位子系统100之中的第一交换机310和第二交换机320、设置在第二定位子系统200之中的第三交换机330和 第四交换机340。其中，第一交换机310分别与第一车载控制器140、第一安全定位单元150和第三交换机330通信连接，第二交换机320分别与第一车载控制器140、第一安全定位单元150和第四交换机340通信连接，第三交换机330分别与第二车载控制器240、第二安全定位单元250和第一交换机310通信连接，第四交换机340分别与第二车载控制器240、第二安全定位单元250和第二交换机320通信连接。
其中，车头车厢和车尾车厢分别设置两个交换机，以构成冗余双网，安全定位单元通过每个网冗余传输安全定位信息。
由于列车定位是列车控制的安全输入，要求高安全性和高可靠性，采用单一传感器技术如GNSS、UWB、速度传感器，有不同类型的失效模式：(1)GNSS在受到信号遮挡或天气大气层变化时，可能产生卫星信号失锁导致位置丢失或漂移的问题；(2)UWB采用1Ghz以上的频谱带宽进行短距通信，只能进行相对测距，同时需要在轨旁布置定位基站，定位基站的安装位置精度直接影响移动列车的定位精度，涉及到列车多股道场景中，存在无法区分上下行情况，需要与速度方向结合；(3)速度传感器安装在列车车轴上，存在空转打滑和脉冲受扰情况，累计行驶过程中，会不断产生累计测距误差。
因此，为了进一步提高定位信息的精度，如图3所示，安全定位单元采用轨道交通的二取二安全架构，即，每个安全定位单元均包括独立的双CPU，通过不同类型的通信接口连接GNSS卫星导航接收机、UWB标签节点，通过测速电路接收速度传感器脉冲，每个CPU接收到不同的传感器数据后，分别进行独立运算，计算后的结果在CPU1和CPU2之间进行交换，并进行比较，一致后发送给交换机，继而发送车载控制器。
车载控制器在接收到列车定位信息后，用于控车曲线计算，同时通过车地无线网络把列车位置信息传给地面控制中心，用于列车位置监控。由此，进一步提高了定位信息的精度，使得列车能够更加精确的定位停车。
需要说明的是，第一车厢和第二车厢也可以为列车的其他车厢，具体地获取列车安全的定位信息的方式和上述实施例中的相同，为避免冗长，这里不再详细介绍。
在本公开的一个实施例中，第二安全定位单元根据第二GNSS卫星导航接收机、第二无线载波标签节点接收的无线载波UWB信号和至少一个第二速度传感器检测的速度信号进行定位，以得到第二安全位置信息，包括：第二安全定位单元对第二GNSS卫星导航接收机接收的GNSS信号进行坐标系变换，以获得第三轨道偏移量；在第二预设时间后，第二GNSS卫星导航接收机接收GNSS信号，第二安全定位单元对第二GNSS卫星导航接收机接收的GNSS信号再次进行坐标系变换，以获得第四轨道偏移量；第二安全定位单元根据速度信号生成测距信号，并根据测距信号获取列车的累计行走距离；获取第三轨道偏移量和第四轨道偏移量之间的差值；在差值与累计行走距离之间的差值小于预设误差阈值时，得到GNSS位置 坐标。
在本公开的一个实施例中，第二安全定位单元根据第二GNSS卫星导航接收机、第二无线载波标签节点接收的无线载波UWB信号和至少一个第二速度传感器检测的速度信号进行定位，以得到第二安全位置信息，包括：在得到GNSS位置坐标后，第二安全定位单元250根据速度信号生成测距信号，并通过GNSS信号对测距信号进行校正。
在本公开的一个实施例中，第二安全定位单元根据第二GNSS卫星导航接收机、第二无线载波标签节点接收的无线载波UWB信号和至少一个第二速度传感器检测的速度信号进行定位，以得到第二安全位置信息，包括：在列车进入站台时，根据站台中的UWB标签的UWB信号对测距信号进行区间校正。
上述实施例中的列车安全定位系统，可以是由列车第一车厢的第一定位子系统获得第一安全定位信息，也可以由列车第二车厢的第二定位子系统获得第二安全定位信息，也可以由第一定位子系统和第二定位子系统共同获得第一安全定位信息和第二安全定位信息，第一车载控制器或第二车载控制器根据第一安全定位信息和第二安全定位信息，并结合相应的算法获取列车的安全位置信息(例如，两个安全位置信息的中间位置)，以对列车进行控制。其中，第二安全位置信息的获取方式与第一安全位置信息的获取方式相同，为避免冗长，这里不再赘述。
综上所述，根据本公开实施例的列车安全定位系统，设置在列车第一车厢的第一定位子系统，其中，第一定位子系统包括第一GNSS卫星导航接收机、第一无线载波标签节点、至少一个第一速度传感器、第一车载控制器和第一安全定位单元；设置在列车第二车厢的第二定位子系统，其中，第二定位子系统包括第二GNSS卫星导航接收机、第二无线载波标签节点、至少一个第二速度传感器、第二车载控制器和第二安全定位单元；第一车载控制器、第一安全定位单元、第二车载控制器和第二安全定位单元通过通信网络通信连接。由此，该系统能够提高列车定位精度，降低设备安装复杂度，同时降低物料成本和维护成本。
图4是根据本公开实施例的列车的方框示意图。
如图4所示，本公开的列车1000可包括上述的列车安全定位系统1100。
本公开的列车，通过上述的列车安全定位系统，能够提高列车定位精度，降低了设备安装复杂度，同时降低了物料成本和维护成本。
图5是根据本公开实施例的列车安全定位方法的流程图。
如图5所示，本公开实施例的列车安全定位方法可包括以下步骤：
S1，获取列车的测距信号，以获得列车的累计行走距离。
S2，接收GNSS信号，并根据列车的测距信号和GNSS信号获取GNSS位置坐标。
S3，接收无线载波UWB信号。
S4，根据列车的累计行走距离、GNSS位置坐标以及无线载波UWB信号进行定位。
根据本公开的一个实施例，根据列车的测距信号和GNSS信号获取GNSS位置坐标，包括：接收GNSS信号，并对GNSS信号进行坐标系变换，以获得第一轨道偏移量；在第一预设时间后，再次接收GNSS信号，并对GNSS信号进行坐标系变换，以获得第二轨道偏移量；获取列车的测距信号，并根据测距信号获取列车的累计行走距离；获取第一轨道偏移量和第二轨道偏移量之间的差值；在差值与累计行走距离之间的差值小于预设误差阈值时，得到GNSS位置坐标。
根据本公开的一个实施例，在得到GNSS位置坐标后，根据速度信号生成测距信号，并通过GNSS信号对测距信号进行校正。
根据本公开的一个实施例，在列车进入站台时，根据UWB信号对测距信号进行区间校正。
需要说明的是，本公开实施例的列车安全定位方法中未披露的细节，请参照本公开实施例的列车安全定位系统中所披露的细节，具体这里不再赘述。
根据本公开实施例的列车安全定位方法，获取列车的测距信号，以获得列车的累计行走距离；接收GNSS信号，并根据列车的测距信号和GNSS信号获取GNSS位置坐标；接收无线载波UWB信号；根据列车的累计行走距离、GNSS位置坐标以及无线载波UWB信号进行定位。由此，该方法能够利用GNSS和UWB无线载波标签节点定位技术进行融合，提高列车定位精度。
在本公开的描述中，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公开和简化描述，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公开的限制。
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至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本公开中，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，除非另有明确的限定。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公开中的具体含义。
在本公开中，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公开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公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开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. 一种列车安全定位系统，其特征在于，包括：
    设置在列车第一车厢的第一定位子系统，其中，所述第一定位子系统包括第一GNSS卫星导航接收机、第一无线载波标签节点、至少一个第一速度传感器、第一车载控制器和第一安全定位单元；
    设置在列车第二车厢的第二定位子系统，其中，所述第二定位子系统包括第二GNSS卫星导航接收机、第二无线载波标签节点、至少一个第二速度传感器、第二车载控制器和第二安全定位单元；
    通信网络，所述第一车载控制器、所述第一安全定位单元、所述第二车载控制器和所述第二安全定位单元通过所述通信网络通信连接。
  2. 如权利要求1所述的列车安全定位系统，其特征在于，所述第一车厢为所述列车的车头车厢，所述第二车厢为所述列车的车尾车厢。
  3. 如权利要求1或2所述的列车安全定位系统，其特征在于，所述通信网络包括：
    设置在所述列车第一车厢的第一交换机和第二交换机；
    设置在所述列车第二车厢的第三交换机和第四交换机；
    其中，所述第一交换机分别与所述第一车载控制器、所述第一安全定位单元和所述第三交换机通信连接，所述第二交换机分别与所述第一车载控制器、所述第一安全定位单元和所述第四交换机通信连接，所述第三交换机分别与所述第二车载控制器、所述第二安全定位单元和所述第一交换机通信连接，所述第四交换机分别与所述第二车载控制器、所述第二安全定位单元和所述第二交换机通信连接。
  4. 如权利要求1-3中任一项所述的列车安全定位系统，其特征在于，所述第一速度传感器和所述第二速度传感器为多个，用于检测所述列车的速度。
  5. 如权利要求1-4中任一项所述的列车安全定位系统，其特征在于，所述第一安全定位单元根据所述第一GNSS卫星导航接收机、所述第一无线载波标签节点接收的无线载波UWB信号和所述至少一个第一速度传感器检测的速度信号进行定位，以得到第一安全位置信息。
  6. 如权利要求1-4中任一项所述的列车安全定位系统，其特征在于，所述第二安全定位单元根据所述第二GNSS卫星导航接收机、所述第二无线载波标签节点接收的无线载波UWB信号和所述至少一个第二速度传感器检测的速度信号进行定位，以得到第二安全位置信息。
  7. 如权利要求1-4中任一项所述的列车安全定位系统，其特征在于，所述第一安全定 位单元根据所述第一GNSS卫星导航接收机、所述第一无线载波标签节点接收的无线载波UWB信号和所述至少一个第一速度传感器检测的速度信号进行定位，以得到第一安全位置信息；
    所述第二安全定位单元根据所述第二GNSS卫星导航接收机、所述第二无线载波标签节点接收的无线载波UWB信号和所述至少一个第二速度传感器检测的速度信号进行定位，以得到第二安全位置信息。
  8. 如权利要求5-7中任一项所述的列车安全定位系统，其特征在于，所述第一车载控制器根据所述第一安全位置信息对所述列车进行控制；或者
    所述第二车载控制器根据第二安全位置信息对所述列车进行控制；或者
    所述第一车载控制器或者所述第二车载控制器根据第一安全位置信息和第二安全位置信息对所述列车进行控制。
  9. 如权利要求8所述的列车安全定位系统，其特征在于，所述第一安全定位单元根据所述第一GNSS卫星导航接收机、所述第一无线载波标签节点接收的无线载波UWB信号和所述至少一个第一速度传感器检测的速度信号进行定位，以得到第一安全位置信息，包括：
    所述第一安全定位单元对所述第一GNSS卫星导航接收机或第二GNSS卫星导航接收机接收的GNSS信号进行坐标系变换，以获得第一轨道偏移量；
    在第一预设时间后，所述第一GNSS卫星导航接收机接收GNSS信号，所述第一安全定位单元对所述第一GNSS卫星导航接收机接收的GNSS信号再次进行坐标系变换，以获得第二轨道偏移量；
    所述第一安全定位单元根据速度信号生成测距信号，并根据所述测距信号获取列车的累计行走距离；
    获取所述第一轨道偏移量和所述第二轨道偏移量之间的差值；
    在所述差值与所述累计行走距离之间的差值小于预设误差阈值时，得到GNSS位置坐标；
    在得到所述GNSS位置坐标后，所述第一安全定位单元根据速度信号生成所述测距信号，并通过所述GNSS信号对测距信号进行校正；
    在所述列车进入站台时，根据所述站台中的UWB标签的UWB信号对所述测距信号进行区间校正；
    根据所述列车的累计行走距离、所述GNSS位置坐标、通过所述GNSS信号校正后的所述测距信号以及通过UWB信号校正后的测距信号进行计算，得到所述第一安全位置信息。
  10. 一种列车，其特征在于，包括如权利要求1-9所述的列车安全定位系统。
  11. 一种列车安全定位方法，其特征在于，包括以下步骤：
    获取所述列车的测距信号，以获得列车的累计行走距离；
    接收GNSS信号，并根据所述列车的测距信号和GNSS信号获取GNSS位置坐标；
    接收无线载波UWB信号；
    根据所述列车的累计行走距离、所述GNSS位置坐标以及所述无线载波UWB信号进行定位。
  12. 如权利要求11所述的列车安全定位方法，其特征在于，根据所述列车的测距信号和GNSS信号获取GNSS位置坐标，包括：
    接收所述GNSS信号，并对所述GNSS信号进行坐标系变换，以获得第一轨道偏移量；
    在第一预设时间后，再次接收所述GNSS信号，并对所述GNSS信号进行坐标系变换，以获得第二轨道偏移量；
    获取所述列车的测距信号，并根据所述测距信号获取所述列车的累计行走距离；
    获取所述第一轨道偏移量和所述第二轨道偏移量之间的差值；
    在所述差值与所述累计行走距离之间的差值小于预设误差阈值时，得到所述GNSS位置坐标。
  13. 如权利要求12所述的列车安全定位方法，其特征在于，在得到所述GNSS位置坐标后，根据速度信号生成所述测距信号，并通过所述GNSS信号对测距信号进行校正。
  14. 如权利要求13所述的列车安全定位方法，其特征在于，在所述列车进入站台时，根据所述UWB信号对所述测距信号进行区间校正。
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