CN111880142B - Vehicle positioning method and device - Google Patents
Vehicle positioning method and device Download PDFInfo
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- CN111880142B CN111880142B CN202010797614.2A CN202010797614A CN111880142B CN 111880142 B CN111880142 B CN 111880142B CN 202010797614 A CN202010797614 A CN 202010797614A CN 111880142 B CN111880142 B CN 111880142B
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- G—PHYSICS
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- 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
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- 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
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Abstract
The embodiment of the application provides a vehicle positioning method and device. The method is used for the real-time positioning of the intelligent railcar on the track, and comprises the following steps: acquiring a first time when the trackside signal is received and a second time when the feedback signal is received; the definition of the trackside signal is a signal sent by the front UWB module; the feedback signal defines the feedback of the back UWB module to the trackside signal sent by the front UWB module, and the feedback signal comprises a first time stamp of the trackside signal received by the back UWB module and a second time stamp of the feedback signal; and positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp. Therefore, the intelligent rail car is positioned in real time by utilizing the trackside signal, the intelligent rail car does not need to be initialized, and the positioning distance measurement and communication of the intelligent rail car are integrated together, so that the positioning equipment and the communication equipment do not need to be independently installed.
Description
Technical Field
The embodiment of the application relates to the technical field of rail transit, in particular to a vehicle positioning method and device.
Background
The typical intelligent track system mainly comprises a track and an intelligent track car, wherein the track is often provided with turnouts, a complex road network can be formed, the intelligent track car is in a suspension type vehicle mode, and the intelligent track car can run on the track to realize freight or passenger transport. In the intelligent track system, the intelligent track car can automatically run on the track, in one intelligent track system (a road network formed by the track), a plurality of intelligent track cars which independently run can be borne, and collision-free safe running among the intelligent track cars can be realized.
Because the intelligent rail car can automatically run, and a plurality of intelligent rail cars can independently run in one rail system at the same time, information interaction is carried out between the intelligent rail car and the trackside equipment, so that the intelligent rail car can autonomously select a path according to a task line under the coordination of the trackside equipment, avoid obstacles, and ensure that the intelligent rail cars run safely and collision-free. Thus, intelligent rail cars are widely used in various aspects of social life, such as hospital flows, prison inspection, site transportation, factory material transfer, passenger and cargo transportation, and the like.
At present, the intelligent rail car in the intelligent rail system has small size and higher running speed than unmanned carrying (Automated Guided Vehicle, AGV for short), but has high requirement on the positioning precision of the intelligent rail car (within 0.5 m); moreover, since the intelligent track system has many branches of tracks, the positioning calibration points need to be dense (the positioning calibration point interval is less than 3 m), and the positioning transponder is sensitive to the cost. In addition, as the intelligent rail car runs at a certain speed, the intelligent rail car has short time for scanning the positioning transponder and requires fast positioning speed; and when the intelligent railcar is electrified, the intelligent railcar does not have position information, and a specific process is required to initialize the intelligent railcar to perform formal operation.
The intelligent railcar and the trackside equipment mainly perform information interaction in a wireless mode, so that the intelligent railcar is positioned, for example, the intelligent railcar is based on an active transponder, a radio frequency identification (RadioFrequency Identification, RFID for short) technology and the like. However, no matter the active transponder or the RFID technology, when the intelligent railcar is initialized, the position information can be injected only by manually matching with the position initialization, and the operation process is complicated; when the intelligent rail car is positioned, the intelligent rail car can be positioned after the intelligent rail car is required to be moved to a fixed positioning point; the position in the intelligent railcar operation process is discontinuous, and the speed sensor is required to fuse, just can calculate the real-time position, and position mutation etc. can appear in position correction point department, and these all unavoidable lead to intelligent railcar to be difficult to real-time location in the operation in-process, can not effectively master the position of intelligent railcar on the track.
Disclosure of Invention
In view of the foregoing, embodiments of the present application provide a vehicle positioning method and apparatus for solving or alleviating the technical problems in the above-mentioned technologies.
The embodiment of the application provides a vehicle positioning method for real-time positioning of an intelligent rail car on a rail, which comprises the following steps: acquiring a first time when the trackside signal is received and a second time when the feedback signal is received; the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction; the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction; the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal; and positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp.
Optionally, in any embodiment of the present application, the positioning the intelligent railcar on the track in real time according to the first time, the second time, the first timestamp, and the second timestamp includes: calculating a first time difference between the trackside signal and the feedback signal reaching the intelligent railcar according to the first time and the second time; calculating a second time difference between the rear UWB module receiving the trackside signal and transmitting the feedback signal according to the first time stamp and the second time stamp; and calculating the distance between the intelligent rail car and the rear UWB module according to the first time difference and the second time difference so as to position the intelligent rail car on the rail in real time.
Optionally, in any embodiment of the present application, a difference value between the first time difference and the second time difference is calculated, and a half of a product value of the difference value and a speed of light is used as a distance between the intelligent railcar and the rear UWB module, so as to locate the intelligent railcar on the track in real time.
Optionally, in any embodiment of the present application, the front UWB module is disposed at one end of a current running track of the intelligent railcar, and is located between the current running track and an adjacent track ahead of the intelligent railcar in a running direction; the rear UWB module is arranged at the other end of the current running track and is positioned between the current running track and the adjacent track behind the intelligent track car in the running direction.
The embodiment of the application also provides a vehicle positioning device for install on intelligent railcar, right intelligent railcar carries out real-time location on the track, include: a time acquisition unit configured to acquire a first time at which the trackside signal is received and a second time at which the feedback signal is received; the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction; the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction; the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal; and the positioning unit is configured to position the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp.
Optionally, in any embodiment of the present application, the positioning unit includes: a first time difference calculating subunit configured to calculate a first time difference of arrival of the trackside signal and the feedback signal at the intelligent railcar according to the first time and the second time; a second time difference calculating subunit configured to calculate a second time difference of the rear UWB module receiving the trackside signal and transmitting the feedback signal according to the first time stamp and the second time stamp; and the positioning calculation subunit is configured to calculate the distance between the intelligent railcar and the second UWB module according to the first time difference and the second time difference so as to position the intelligent railcar on the track in real time.
Optionally, in any embodiment of the present application, the positioning calculation subunit is further configured to calculate a difference value between the first time difference and the second time difference, and take half of a product value of the difference value and a speed of light as a distance between the intelligent railcar and the second UWB module, so as to position the intelligent railcar on the track in real time.
Optionally, in any embodiment of the present application, the front UWB module is disposed at one end of a current running track of the intelligent railcar, and is located between the current running track and an adjacent track ahead in a running direction of the intelligent railcar; the rear UWB module is arranged at the other end of the current running track of the intelligent railway car and is positioned between the track and the adjacent track behind the running direction of the intelligent railway car.
The vehicle positioning method and device are used for real-time positioning of the intelligent rail vehicle on the rail, and the first time for receiving the trackside signal and the second time for receiving the feedback signal are obtained; the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction; the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction; the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal; and positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp.
Compared with the closest prior art, the technical scheme of the embodiment of the application has the following beneficial effects:
by utilizing UWB technology, the intelligent railcar positions on the track in real time according to the first time of receiving the trackside signal, the second time of the feedback signal, the first timestamp and the second timestamp contained in the feedback signal, and in the process, on one hand, the intelligent railcar can utilize the trackside signal to perform real-time positioning without initializing; on the other hand, the positioning distance measurement and communication of the intelligent railcar are integrated together, and positioning equipment and communication equipment are not required to be installed independently.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following description will briefly introduce the drawings that are required to be used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are only some embodiments described in the embodiments of the present application, and other drawings may be obtained according to these drawings for a person having ordinary skill in the art.
Fig. 1 is a schematic view of an application scenario for vehicle positioning provided according to some embodiments of the present application;
FIG. 2 is a flow chart of a vehicle positioning method provided in accordance with some embodiments of the present application;
Fig. 3 is a flowchart illustrating step S202 in a vehicle positioning method according to some embodiments of the present application;
FIG. 4 is a schematic structural view of a vehicle locating device provided according to some embodiments of the present application;
FIG. 5 is a schematic diagram of a positioning unit provided according to some embodiments of the present application;
fig. 6 is a schematic structural diagram of an electronic device provided according to some embodiments of the present application;
fig. 7 is a hardware structure of an electronic device provided according to some embodiments of the present application.
Detailed Description
In order to better understand the technical solutions in the embodiments of the present application, the following description will be given in detail with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments, but not all embodiments of the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the embodiments of the present application shall fall within the scope of protection of the embodiments of the present application.
Exemplary scenario
Fig. 1 is a schematic view of an application scenario for vehicle positioning provided according to some embodiments of the present application; as shown in fig. 1, the intelligent railcar runs on a track system, the track system is formed by splicing a first track, a second track, a third track and a fourth track, wherein the first track, the second track and the third track form a first bifurcation (in fig. 1, if the intelligent railcar runs from left to right, the bifurcation should be a bifurcation, and two tracks are combined into one track), and the second track, the third track and the fourth track form a second bifurcation; one end of the first track at the first bifurcation is provided with a rear UWB (Ultra Wide Band) module (positioned at the rear of the running direction of the intelligent railcar when running on the first track), and the other end is provided with a front UWB module 101 (positioned at the front of the running direction of the intelligent railcar when running on the first track); the second track is provided with a front UWB module 101 at one end of the first bifurcation (the front of the running direction of the intelligent railcar when running on the second track), and a rear UWB module 102 at one end of the second bifurcation (the rear of the running direction of the intelligent railcar when running on the second track); the third track is provided with a front UWB module 101 at one end of the first bifurcation (the front of the running direction of the intelligent railcar when running on the third track), and a rear UWB module 102 at one end of the second bifurcation (the rear of the running direction of the intelligent railcar when running on the third track); the fourth track has a front UWB module 101 (forward of the direction of travel of the intelligent railcar when traveling on the fourth track) at one end of the second bifurcation and a rear UWB module 102 (rearward of the direction of travel of the intelligent railcar when traveling on the fourth track) at the other end. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto. A pair of UWB modules is configured for each track, divided into: a front UWB module 101 and a rear UWB module 102, both of which are located between two adjacent tracks, respectively, the front UWB module 101 being located at the front end of the track, and the rear UWB module 102 being located at the rear end of the track. For each track, the front UWB module 101 and the rear UWB module 102 configured for it are the same channel. Two UWB modules are disposed between two adjacent tracks, and belong to a rear UWB module 102 of one track and a front UWB module 101 of the other track of the two adjacent tracks, respectively, and at this time, one track may be referred to as a front track and the other track may be referred to as a rear track. The two UWB modules can communicate to perform information interaction, the communication implementation mode can be wired communication, and the interacted information can comprise: occupancy information for one track (i.e., the front track) may also include, but is not limited to: speed, vehicle status, positioning of intelligent railcars traveling on a track. UWB modules configured for one track and another track belong to different channels, i.e. the UWB module of the front track is different from the UWB module of the rear.
In the embodiment of the application, the intelligent rail car runs on the second rail, and the front UWB module 101 of the second rail at the first bifurcation sends a trackside signal to the rear UWB module 102 of the second rail at the second bifurcation; the intelligent railcar records the first time of receiving the trackside signal; after receiving the trackside signal, the second UWB module at the second bifurcation sends a feedback signal to the intelligent railcar, wherein the feedback signal carries a first time stamp of the trackside signal received by the second UWB module and a second time stamp of the feedback signal; the intelligent railcar records the second time of receiving the feedback signal, and positions the intelligent railcar on the track in real time according to the first time, the second time, the received first time stamp and the received second time stamp. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In this application embodiment, utilize UWB technique, intelligent railcar is according to the first time of receiving the trackside signal, the second time of feedback signal, the first timestamp and the second timestamp that contain in the feedback signal, carry out real-time location to intelligent railcar on the track, at this in-process, intelligent railcar need not initialize, can utilize the trackside signal to carry out real-time location, and with intelligent railcar's location range finding and communication integration together, need not alone to install locating device, communication device. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In the embodiment of the application, the sending and receiving of the trackside signal and the feedback signal are completed by a UWB positioning chip arranged in a UWB module, and the UWB positioning chip can adopt a DW1000 chip of Decawave company. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Exemplary method
FIG. 2 is a flow chart of a vehicle positioning method provided in accordance with some embodiments of the present application; as shown in fig. 2, the vehicle positioning method is used for real-time positioning of an intelligent rail car on a rail, and comprises the following steps:
step S201, acquiring a first time for receiving a trackside signal and a second time for receiving a feedback signal; the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction; the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction; the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal;
In the embodiment of the application, a trackside signal device is installed between two tracks, 2-3 UWB modules (front UWB module and/or rear UWB module) are installed in the trackside signal device, each UWB module corresponds to one track, thus, at two ends of the same track, a corresponding UWB module (front UWB module or rear UWB module) is respectively arranged, and UWB modules at two ends of the same track are configured as the same channel. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In the embodiment of the application, when the intelligent rail vehicle is positioned on the track, the track number of the current running track of the intelligent rail vehicle is generally required, and therefore, a pair of UWB modules (a front UWB module and a rear UWB module) must be positioned on the current running track of the intelligent rail vehicle so as to avoid the confusion of the positioning of the intelligent rail vehicle on the track. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In the embodiment of the application, a front UWB module sends a rail side signal to a rear UWB module, and when the intelligent railcar on the track receives the rail side signal, the first time of receiving the rail side signal is recorded; the back UWB module sends a feedback signal of the trackside signal, and when the intelligent railcar on the track receives the feedback signal, the second time of receiving the feedback signal is recorded; the first time and the second time are local time on the intelligent railcar. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In this embodiment of the present application, the feedback signal sent by the rear UWB module includes a first timestamp of the rear UWB module receiving the trackside signal and a second timestamp of the feedback signal. Therefore, when the intelligent railcar on the track receives the feedback signal, the intelligent railcar on the track can acquire the first time stamp of the back UWB module receiving the trackside signal and the second time stamp of the feedback signal. The first time stamp is the system time when the rear UWB module receives the trackside signal, and the second time stamp is the system time when the rear UWB module sends the feedback signal. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
And step S202, positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp.
In the embodiment of the application, the trackside signal is provided with the time stamp of the transmitting signal at the same time when transmitting, and the time stamp of the receiving signal is recorded when receiving, so that the flight time of the trackside signal can be determined through the time stamp of the transmitting signal and the time stamp of the receiving signal; the transmission distance of the trackside signal can be determined from the time of flight and the transmission speed of the trackside signal. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Fig. 3 is a flowchart illustrating step S202 in a vehicle positioning method according to some embodiments of the present application; as shown in fig. 3, the positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp includes:
step S212, calculating a first time difference between the trackside signal and the feedback signal reaching the intelligent railcar according to the first time and the second time;
in this embodiment of the application, record by the intelligent railcar the first time when receiving the trackside signal, the second time when receiving the feedback signal (for example, install vehicle end UWB module on the intelligent railcar, the first time when receiving the trackside signal, the second time when receiving the feedback signal are recorded by vehicle end UWB module), then carry out the difference operation to first time and second time, obtain the time difference that trackside signal and feedback signal arrived the intelligent railcar, namely first time difference. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Step S222, calculating a second time difference between the rear UWB module receiving the trackside signal and transmitting the feedback signal according to the first time stamp and the second time stamp;
In the embodiment of the application, when the rear UWB module sends the feedback signal, the feedback signal carries a first time stamp of the feedback signal received by the rear UWB module and a second time stamp of the feedback signal; the intelligent railcar receives the feedback signal and simultaneously naturally acquires the first timestamp and the second timestamp carried by the intelligent railcar. And the time difference between the receiving of the trackside signal and the sending of the feedback signal, namely the second time difference, of the rear UWB module can be obtained by performing difference operation on the first time stamp and the second time stamp. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
And step 232, calculating the distance between the intelligent rail car and the rear UWB module according to the first time difference and the second time difference so as to position the intelligent rail car on the rail in real time.
In the embodiment of the application, after the first time difference and the second time difference are obtained, the bidirectional flight time of the trackside signal when the trackside signal is transmitted between the intelligent track car and the rear UWB module can be calculated, namely, the trackside signal reaches the rear UWB module from the intelligent track car, and then the flight time of the intelligent track car is returned from the rear UWB module; and then, the transmission distance of the trackside signal can be determined according to the bidirectional flight time and the transmission speed of the trackside signal, and at the moment, the position of the intelligent track car on the track can be determined. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In some alternative embodiments, the calculating the distance between the intelligent railcar and the rear UWB module according to the first time difference and the second time difference is used for positioning the intelligent railcar on the track, in particular: and calculating the difference value of the first time difference and the second time difference, and taking half of the product value of the difference value and the light speed as the distance between the product value and the rear UWB module so as to position the intelligent railway car on the track in real time. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In the embodiment of the application, the difference value between the first time difference and the second time difference is the bidirectional flight time of the trackside signal when the trackside signal is transmitted between the intelligent railway vehicle and the second UWB module. The product value of the bidirectional flight time and the light speed is the transmission distance of the trackside signal between the intelligent railway vehicle and the rear UWB module, namely, the distance between the intelligent railway vehicle and the rear UWB module is twice. The transmission distance of the trackside signal between the intelligent railway vehicle and the rear UWB module is half of the transmission distance between the intelligent railway vehicle and the rear UWB module, so that the intelligent railway vehicle is positioned on the track in real time. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In this application embodiment, need not send the ranging signal alone again, but through the real-time, the continuity of trackside signal transmission, utilize trackside signal to carry out real-time, continuous location to the position of intelligent railcar on the track. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In some alternative embodiments, the front UWB module is disposed at one end of a current running track of the intelligent railcar, between the current running track and an adjacent track ahead of the intelligent railcar running direction; the rear UWB module is arranged at the other end of the current running track and is positioned between the current running track and the adjacent track behind the intelligent track car in the running direction. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In this embodiment of the application, because the trackside signal device is disposed between two tracks, in the process that the intelligent railcar travels on the tracks, the trackside signal device in front of the traveling direction generally sends out trackside signals, and the front UWB module and the rear UWB module are disposed at two ends of the current traveling track of the intelligent railcar, respectively, and the front UWB module is disposed between the current traveling track and the adjacent track in front of the traveling direction of the intelligent railcar, and the rear UWB module is disposed between the current traveling track and the adjacent track in rear of the traveling direction of the intelligent railcar. Therefore, the front UWB module and the rear UWB module can be integrated in the existing trackside signal equipment, and the equipment integration level is effectively improved. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In the embodiment of the application, the track system on which the intelligent railcar runs is formed by splicing a plurality of tracks, and a ranging base station is arranged at the end part of each track (namely, the joint of the track and the track), so that the front UWB module and/or the rear UWB module are arranged at the joint of the track and the track (usually beside the track), and the installation of the front UWB module and/or the rear UWB module is facilitated. It should be noted that, the front UWB module and/or the rear UWB module are located at the connection position of the current driving track with other tracks, and it does not mean that the front UWB module and/or the rear UWB module are connected with the tracks, but means that the front UWB module and/or the rear UWB module are located beside the tracks. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In a specific example, when the tracks in the track system are not branched, the tracks are spliced end to end in sequence, a front UWB module and a rear UWB module are arranged at the joint of the two tracks, the front UWB module corresponds to one track, and the rear UWB module corresponds to the other connected track. That is, when the track is not branched, two UWB modules are provided at the joint of the tracks, corresponding to the different tracks, respectively. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In another specific example, when the tracks in the track system have a bifurcation, at the bifurcation, three different tracks are spliced to each other, and at the splice (i.e., bifurcation) of the tracks, the corresponding three tracks are respectively provided with one UWB module. For example, two front UWB modules (two tracks respectively) and one rear UWB module; alternatively, two rear UWB (two tracks, respectively) modules and one front UWB module. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In this application embodiment, when intelligent railcar is fixed a position on the track, only need fix a position intelligent railcar through place ahead UWB module and rear UWB module, this location is along the one-dimensional location of track length direction, does not have complicated agreement and the calculation that the three-dimensional location needs, therefore, makes the communication protocol between place ahead UWB module and the rear UWB module comparatively simple. Thus, the front UWB module and/or the rear UWB module can be fully multiplexed to perform ranging positioning and communication with the intelligent rail car. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In the embodiment of the application, compared with a global positioning system (Global PositioningSystem, abbreviated as GPS), the GPS can only provide absolute geographic positions in the visible range of GPS satellites, and the difference between the GPS and the absolute geographic positions is that the emitted signal power spectrum density of the UWB module is low, the UWB module is insensitive to channel attenuation, the interception capability is low, and the extremely strong penetrating power is realized, so that the high-precision real-time positioning of the intelligent railcar is realized indoors or underground. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In the embodiment of the application, compared with the positioning of the intelligent rail car by an active transponder, an RFID technology and the like, the intelligent rail car does not need to be initialized and moved to a specific position (positioning point), and can be positioned on a rail continuously in real time; in the running process of the intelligent railcar on the track, the speed measuring sensor is not needed to measure and calculate the position, so that the abrupt change of the position of the intelligent railcar on the track is avoided; in addition, the UWB module is only required to be deployed beside the track (in particular to the track connection position), so that dense distribution of a plurality of positioning points required by active transponders, RFID technology and the like is avoided, and the UWB module is fixedly deployed at the track connection position without mapping and adjustment, so that the intelligent railcar is simple and quick to position. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Exemplary apparatus
FIG. 4 is a schematic structural view of a vehicle locating device provided according to some embodiments of the present application; as shown in fig. 4, the vehicle positioning device is configured to be installed on an intelligent railcar, and perform real-time positioning on the intelligent railcar on a track, and includes: a time acquisition unit 301 configured to acquire a first time at which the trackside signal is received, and a second time at which the feedback signal is received; the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction; the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction; the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal; and the positioning unit 302 is configured to position the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Fig. 5 is a schematic structural diagram of a positioning unit 302 provided according to some embodiments of the present application; as shown in fig. 5, the positioning unit 302 includes: a first time difference calculation subunit 312 configured to calculate a first time difference for the trackside signal and the feedback signal to reach the intelligent railcar according to the first time and the second time; a second time difference calculating subunit 322 configured to calculate a second time difference of the rear UWB module receiving the trackside signal and transmitting the feedback signal according to the first time stamp and the second time stamp; and a positioning calculation subunit 332 configured to calculate a distance between the intelligent railcar and the rear UWB module according to the first time difference and the second time difference, so as to position the intelligent railcar on the track in real time. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto. The vehicle positioning device is in communication connection with the UWB module through UWB wireless communication technology.
In some alternative embodiments, the positioning calculation subunit 332 is further configured to calculate a difference between the first time difference and the second time difference, and halve a product value of the difference and the speed of light as a distance between the intelligent railcar and the rear UWB module, so as to position the intelligent railcar on the track in real time. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In some alternative embodiments, the front UWB module is disposed at one end of a current running track of the intelligent railcar, and is located between the current running track and an adjacent track ahead of the intelligent railcar running direction; the rear UWB module is arranged at the other end of the current running track of the intelligent railway car and is positioned between the track and the adjacent track behind the running direction of the intelligent railway car. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
The vehicle positioning device provided in the embodiment of the present application can realize all functions and effects of the vehicle positioning system in the foregoing exemplary system, and will not be described in detail herein.
Exemplary Medium
The embodiment of the application also provides a computer readable medium for storing a computer program, and the computer readable medium can be a readable storage medium, such as a USB flash disk, an optical disk, a hard disk and the like; and may also be a readable signal medium such as an optical, point, magnetic, electromagnetic, etc. device. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
In some alternative embodiments, the computer program stored by the computer readable medium, when executed by a processor, may implement the following flow: acquiring a first time when the trackside signal is received and a second time when the feedback signal is received; the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction; the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction; the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal; and positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Optionally, the computer program stored in the computer readable medium, when executed by the processor, performs real-time positioning of the intelligent railcar on the track according to the first time, the second time, the first timestamp, and the second timestamp, including: calculating a first time difference between the trackside signal and the feedback signal reaching the intelligent railcar according to the first time and the second time; calculating a second time difference between the rear UWB module receiving the trackside signal and transmitting the feedback signal according to the first time stamp and the second time stamp; and calculating the distance between the intelligent rail car and the rear UWB module according to the first time difference and the second time difference so as to position the intelligent rail car on the rail in real time. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Optionally, the computer program stored in the computer readable medium, when executed by the processor, calculates a distance between the intelligent railcar and the rear UWB module according to the first time difference and the second time difference, so as to locate the intelligent railcar on the track in real time, specifically: and calculating a difference value of the first time difference and the second time difference, and taking half of a product value of the difference value and the light speed as a distance between the intelligent rail car and the rear UWB module so as to position the intelligent rail car on the rail in real time. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Optionally, when the computer program stored in the computer readable medium is executed by the processor, the front UWB module is disposed at one end of a current running track of the intelligent railcar, and is located between the current running track and an adjacent track ahead of the intelligent railcar in the running direction; the rear UWB module is arranged at the other end of the current running track and is positioned between the current running track and the adjacent track behind the intelligent track car in the running direction. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
The computer readable medium provided in the embodiments of the present application can implement each process in the embodiments of the vehicle positioning method, and achieve the same functions and effects, which are not described herein in detail.
Exemplary apparatus
Fig. 6 is a schematic structural diagram of an electronic device provided according to some embodiments of the present application; as shown in fig. 6, the electronic device is used for continuously positioning an intelligent railcar on a track, and includes:
one or more processors 401;
a computer readable medium, which may be configured to store one or more programs 402,
the one or more processors 401, when executing one or more programs 402, implement the following steps: acquiring a first time when the trackside signal is received and a second time when the feedback signal is received; the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction; the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction; the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal; and positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Optionally, when the one or more processors 401 execute the one or more programs 402, the step of locating the intelligent railcar on the track in real time according to the first time, the second time, the first timestamp, and the second timestamp includes: calculating a first time difference between the trackside signal and the feedback signal reaching the intelligent railcar according to the first time and the second time; calculating a second time difference between the rear UWB module receiving the trackside signal and transmitting the feedback signal according to the first time stamp and the second time stamp; and calculating the distance between the intelligent rail car and the rear UWB module according to the first time difference and the second time difference so as to position the intelligent rail car on the rail in real time. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Optionally, when the one or more processors 401 execute the one or more programs 402, the step of calculating, according to the first time difference and the second time difference, a distance between the intelligent railcar and the rear UWB module to locate the intelligent railcar on the track in real time includes: and calculating a difference value of the first time difference and the second time difference, and taking half of a product value of the difference value and the light speed as a distance between the intelligent rail car and the rear UWB module so as to position the intelligent rail car on the rail in real time. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
Optionally, when the one or more processors 401 execute the one or more programs 402, the front UWB module is disposed at one end of a current running track of the intelligent railcar, and is located between the current running track and an adjacent track in front of the running direction of the intelligent railcar; the rear UWB module is arranged at the other end of the current running track and is positioned between the current running track and the adjacent track behind the intelligent track car in the running direction. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
FIG. 7 is a hardware architecture of an electronic device provided in accordance with some embodiments of the present application; as shown in fig. 7, the electronic device is used for real-time positioning of an intelligent railcar on a track, and includes: a processor 501, a communication interface 502, a computer readable medium 503 and a communication bus 504;
wherein the processor 501, the communication interface 502, and the computer readable medium 503 perform communication with each other via a communication bus 504;
alternatively, the communication interface 502 may be an interface of a communication module, such as an interface of a GSM module;
wherein the processor 501 may be specifically configured to: acquiring a first time when the trackside signal is received and a second time when the feedback signal is received; the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction; the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction; the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal; and positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp. It is to be understood that the above description is exemplary only and that the embodiments of the present application are not limited thereto.
The processor 501 may be a general purpose processor including a central processing unit (centralprocessing unit, CPU for short), a network processor (Network Processor, NP for short), etc., and may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components. The disclosed methods, steps, and logic blocks in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The electronic device of the embodiments of the present application exist in a variety of forms including, but not limited to:
(1) A mobile communication device: such devices are characterized by mobile communication capabilities and are primarily aimed at providing voice, data communications. Such terminals include: smart phones (e.g., IPhone), multimedia phones, functional phones, and low-end phones, etc.
(2) Ultra mobile personal computer device: such devices are in the category of personal computers, having computing and processing functions, and generally also having mobile internet access characteristics. Such terminals include: PDA, MID, and UMPC devices, etc., such as Ipad.
(3) Portable entertainment device: such devices may display and play multimedia content. The device comprises: audio, video players (e.g., iPod), palm game consoles, electronic books, and smart toys and portable car navigation devices.
(4) And (3) a server: the configuration of the server includes a processor, a hard disk, a memory, a system bus, and the like, and the server is similar to a general computer architecture, but is required to provide highly reliable services, and thus has high requirements in terms of processing capacity, stability, reliability, security, scalability, manageability, and the like.
(5) Other electronic devices with data interaction function.
It should be noted that, according to implementation requirements, each component/step described in the embodiments of the present application may be split into more components/steps, and two or more components/steps or part of operations of the components/steps may be combined into new components/steps, so as to achieve the purposes of the embodiments of the present application.
The above-described methods according to embodiments of the present application may be implemented in hardware, firmware, or as software or computer code storable in a recording medium such as a CD ROM, RAM, floppy disk, hard disk, or magneto-optical disk, or as computer code originally stored in a remote recording medium or a non-transitory machine storage medium and to be stored in a local recording medium downloaded through a network, so that the methods described herein may be stored on such software processes on a recording medium using a general purpose computer, a special purpose processor, or programmable or dedicated hardware such as an ASIC or FPGA. It is understood that a computer, processor, microprocessor controller or programmable hardware includes a memory component (e.g., RAM, ROM, flash memory, etc.) that can store or receive software or computer code that, when accessed and executed by the computer, processor or hardware, implements the vehicle locating methods described herein. Furthermore, when a general purpose computer accesses code for implementing the methods illustrated herein, execution of the code converts the general purpose computer into a special purpose computer for performing the methods illustrated herein.
Those of ordinary skill in the art will appreciate that the elements and method steps of the examples described in connection with the embodiments disclosed herein can be implemented as electronic hardware, or as a combination of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the embodiments of the present application.
It should be noted that, in the present specification, each embodiment is described in a progressive manner, and all the parts of each embodiment that are the same and imaginary are mutually referred to, and each embodiment mainly describes differences from other embodiments. In particular, for the apparatus and system embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, with reference to the description of the method embodiments in part. The above-described apparatus and system embodiments are merely illustrative, in which elements that are not explicitly described may or may not be physically separated, and elements that are not explicitly described may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
The above embodiments are only for illustrating the embodiments of the present application, not for limiting the embodiments of the present application, and various changes and modifications may be made by one skilled in the relevant art without departing from the spirit and scope of the embodiments of the present application, so that all equivalent technical solutions also fall within the scope of the embodiments of the present application, the professional protection scope of which is defined by the claims.
Claims (8)
1. A vehicle positioning method for real-time positioning of an intelligent railcar on a track, comprising:
acquiring a first time when the trackside signal is received and a second time when the feedback signal is received;
wherein,,
the definition of the trackside signal is a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent railcar in the running direction;
the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction;
the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal;
And positioning the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp.
2. The method of claim 1, wherein said locating the intelligent railcar on the track in real-time based on the first time, the second time, and the first timestamp, the second timestamp, comprises:
calculating a first time difference between the trackside signal and the feedback signal reaching the intelligent railcar according to the first time and the second time;
calculating a second time difference between the rear UWB module receiving the trackside signal and transmitting the feedback signal according to the first time stamp and the second time stamp;
and calculating the distance between the intelligent rail car and the rear UWB module according to the first time difference and the second time difference so as to position the intelligent rail car on the rail in real time.
3. The method of claim 2, wherein a difference between the first time difference and the second time difference is calculated, and a half of a product of the difference and a speed of light is used as a distance between the intelligent railcar and the rear UWB module to locate the intelligent railcar on the track in real-time.
4. A method according to any one of claims 1-3, wherein the front UWB module is disposed at one end of a current travel track of the intelligent railcar, between the current travel track and an adjacent track ahead of the intelligent railcar in the direction of travel; the rear UWB module is arranged at the other end of the current running track and is positioned between the current running track and the adjacent track behind the intelligent track car in the running direction.
5. A vehicle positioning device for install on intelligent railcar, to intelligent railcar carries out real-time location on the track, its characterized in that includes:
a time acquisition unit configured to acquire a first time at which the trackside signal is received and a second time at which the feedback signal is received;
the intelligent rail vehicle comprises a rail side signal, a rail side signal and a rail side signal, wherein the rail side signal is defined as a signal sent by a front UWB module, and the front UWB module is arranged in front of the intelligent rail vehicle in the running direction;
the feedback signal is defined as feedback of the rear UWB module to the trackside signal sent by the front UWB module, and the rear UWB module is arranged behind the intelligent railcar in the running direction;
the feedback signal comprises a first time stamp of the rear UWB module receiving the trackside signal and a second time stamp of transmitting the feedback signal;
And the positioning unit is configured to position the intelligent railcar on the track in real time according to the first time, the second time, the first time stamp and the second time stamp.
6. The vehicle positioning device according to claim 5, characterized in that the positioning unit includes:
a first time difference calculating subunit configured to calculate a first time difference of arrival of the trackside signal and the feedback signal at the intelligent railcar according to the first time and the second time;
a second time difference calculating subunit configured to calculate a second time difference of the rear UWB module receiving the trackside signal and transmitting the feedback signal according to the first time stamp and the second time stamp;
and the positioning calculation subunit is configured to calculate the distance between the intelligent railcar and the rear UWB module according to the first time difference and the second time difference so as to position the intelligent railcar on the track in real time.
7. The vehicle positioning device of claim 6, wherein the positioning calculation subunit is further configured to calculate a difference between the first time difference and the second time difference, and take half of a product value of the difference and a speed of light as a distance between the intelligent railcar and the rear UWB module to position the intelligent railcar on the track in real-time.
8. The vehicle positioning device according to any one of claims 5 to 7, wherein the front UWB module is disposed at one end of a current running track of the intelligent railcar, between the current running track and an adjacent track ahead of the intelligent railcar in a running direction; the rear UWB module is arranged at the other end of the current running track and is positioned between the track and the adjacent track behind the intelligent track car in the running direction.
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| CN112339792B (en) * | 2020-11-10 | 2022-07-19 | 北京天润海图科技有限公司 | Intelligent personal rapid transportation system based on communication control |
| CN113408442B (en) * | 2021-05-25 | 2024-05-17 | 交控科技股份有限公司 | Train positioning method, device, electronic equipment and readable storage medium |
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