CN221174984U - Railway locomotive positioning early warning terminal - Google Patents
Railway locomotive positioning early warning terminal Download PDFInfo
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Abstract
The application discloses a railway locomotive positioning early warning terminal, which is characterized by comprising the following components: the system comprises a main control module, a locomotive running information acquisition module, a fusion positioning module, an inertial navigation module, an antenna module and an early warning module, wherein the locomotive running information acquisition module, the fusion positioning module and the early warning module are connected with the main control module, and the inertial navigation module and the antenna module are connected with the fusion positioning module. The problem that in the prior art, operators on locomotives and railway lines cannot be reliably positioned in real time is solved, normal and safe operation of the locomotives is guaranteed, and the safety protection level of the operators on the railway lines is improved.
Description
Technical Field
The utility model relates to a railway locomotive positioning early warning terminal, and belongs to the technical field of locomotive positioning.
Background
In recent years, the railway construction in China realizes rapid development, and in order to ensure the normal and safe operation of locomotives, railway facilities are required to be checked or maintained regularly. With the development of the age and the progress of technology, the protection mode for guaranteeing the normal/safe operation of locomotives and the safety of operators on railway lines is continuously developed and evolved, and the mode of simply relying on personal defense and physical defense cannot meet the requirements. In recent years, a plurality of railway safety production accidents are caused by the fact that the site operation standard is not executed in place, the site operation safety risk is not controlled in place, the operation is not managed in place and the like.
Therefore, a positioning early warning terminal of a railway locomotive is needed to solve the problem that the locomotive and operators on a railway line cannot be reliably positioned in real time in the prior art, ensure the normal and safe operation of the locomotive, and improve the safety protection level of the operators on the railway line.
Disclosure of utility model
The utility model mainly aims to provide a positioning and early-warning terminal for a railway locomotive, which solves the problem that the locomotive and operators on a railway line cannot be positioned reliably in real time in the prior art, ensures the normal and safe operation of the locomotive, and improves the safety protection level of the operators on the railway line.
In a first aspect, the present utility model provides a railroad locomotive positioning and early warning terminal, comprising:
The system comprises a main control module, a locomotive running information acquisition module, a fusion positioning module, an inertial navigation module, an antenna module and an early warning module, wherein the locomotive running information acquisition module, the fusion positioning module and the early warning module are connected with the main control module, and the inertial navigation module and the antenna module are connected with the fusion positioning module;
The locomotive running information acquisition module is used for acquiring the speed information, mileage information and differential information in the running process of the locomotive and sending the speed information, mileage information and differential information to the main control module;
The inertial navigation module is used for sending the acquired locomotive acceleration data and gyroscope data to the fusion positioning module;
The antenna module is used for receiving GNSS information and HAAPH information and sending the GNSS information and HAAPH information to the fusion positioning module, the GNSS information is used for satellite positioning, and the HAAPH information is used for HAAPH positioning;
The main control module is used for receiving the positioning result obtained by the fusion positioning module and sending the positioning result to the early warning module, receiving the speed information, mileage information and difference information in the running process of the locomotive sent by the locomotive running information acquisition module and sending the speed information, mileage information and difference information to the fusion positioning module;
the fusion positioning module is used for performing satellite positioning on GNSS satellite information, performing RTK differential positioning by combining differential information, performing HAAPH positioning based on HAAPH information, performing INS inertial navigation positioning based on locomotive acceleration data and gyroscope data, and outputting positioning results by fusing speed information, mileage information, GNSS/RTK positioning, HAAPH positioning and short-time INS inertial navigation positioning data;
the early warning module is used for displaying early warning information in real time and sending the early warning information to target personnel.
Optionally, the inertial navigation module adopts a high-precision MEMS acceleration sensor and a high-precision MEMS gyroscope.
Optionally, the inertial navigation module is connected with the fusion positioning module through a TTL UART interface.
Optionally, the antenna module is composed of a communication antenna and a GNSS/HAAPH antenna.
Optionally, the communication antenna supports the transceiving of radio frequency signals with a frequency range of 400-5900 MHz.
Optionally, the GNSS/HAAPH antenna supports L1, HAAPH dual frequency points.
Optionally, the locomotive running information acquisition module acquires the differential information by connecting with a CORS network.
Optionally, the early warning module further includes a display unit: the method is used for displaying relative position information of the locomotive and a front construction area, operators, illegal invasion and foreign matter invasion in real time.
Optionally, the early warning module further includes a real-time early warning unit: the system is used for carrying out real-time early warning on drivers and passengers according to the front construction operation condition, illegal invasion or foreign matter invasion condition.
Optionally, the main control module further includes an interface conversion unit: the TTL UART interface of the main control module is converted into RS232 and RS485 interfaces, and is matched with the TAX07 card of the locomotive running information acquisition module and the corresponding communication interface of the early warning module.
One or more embodiments of the above-described solution may have the following advantages or benefits compared to the prior art:
The system comprises a main control module, a locomotive running information acquisition module, a fusion positioning module, an inertial navigation module, an antenna module and an early warning module, wherein the locomotive running information acquisition module, the fusion positioning module and the early warning module are connected with the main control module, and the inertial navigation module and the antenna module are connected with the fusion positioning module so as to solve the problem that operators on a locomotive and a railway line cannot be reliably positioned in real time in the prior art, ensure normal and safe operation of the locomotive and improve the safety protection level of the operators on the railway line.
Drawings
In order to more clearly illustrate the technical solution of the present utility model, the drawings that are needed in the embodiments will be briefly described below, it being obvious to a person skilled in the art that other drawings can be obtained from these drawings without inventive effort.
FIG. 1 is a schematic diagram of a positioning and early warning terminal for a railway locomotive according to an embodiment of the present utility model;
Fig. 2 is a hardware architecture diagram of a positioning and early-warning terminal of a railway locomotive provided by an embodiment of the utility model.
Detailed Description
The following will describe embodiments of the present utility model in detail with reference to the drawings and examples, thereby solving the technical problems by applying technical means to the present utility model, and realizing the corresponding technical effects can be fully understood and implemented accordingly. The embodiment of the utility model and the characteristics in the embodiment can be mutually combined on the premise of no conflict, and the formed technical scheme is within the protection scope of the utility model.
As shown in FIG. 1, the utility model provides a railway locomotive positioning and early-warning terminal, which comprises: the system comprises a main control module, a locomotive running information acquisition module, a fusion positioning module, an inertial navigation module, an antenna module and an early warning module, wherein the locomotive running information acquisition module, the fusion positioning module and the early warning module are connected with the main control module, and the inertial navigation module and the antenna module are connected with the fusion positioning module;
The locomotive running information acquisition module is used for acquiring the speed information, mileage information and differential information in the running process of the locomotive and sending the speed information, mileage information and differential information to the main control module;
The inertial navigation module is used for sending the acquired locomotive acceleration data and gyroscope data to the fusion positioning module;
The antenna module is used for receiving GNSS information and HAAPH information and sending the GNSS information and HAAPH information to the fusion positioning module, the GNSS information is used for satellite positioning, and the HAAPH information is used for HAAPH positioning;
The main control module is used for receiving the positioning result obtained by the fusion positioning module and sending the positioning result to the early warning module, receiving the speed information, mileage information and difference information in the running process of the locomotive sent by the locomotive running information acquisition module and sending the speed information, mileage information and difference information to the fusion positioning module;
the fusion positioning module is used for performing satellite positioning on GNSS satellite information, performing RTK differential positioning by combining differential information, performing HAAPH positioning based on HAAPH information, performing INS inertial navigation positioning based on locomotive acceleration data and gyroscope data, and outputting positioning results by fusing speed information, mileage information, GNSS/RTK positioning, HAAPH positioning and short-time INS inertial navigation positioning data;
the early warning module is used for displaying early warning information in real time and sending the early warning information to target personnel.
The inertial navigation module adopts a high-precision MEMS acceleration sensor and a high-precision MEMS gyroscope.
And the inertial navigation module is connected with the fusion positioning module through a TTL UART interface.
The antenna module is composed of a communication antenna and a GNSS/HAAPH antenna.
Wherein, the communication antenna supports the receiving and transmitting of radio frequency signals with the frequency range of 400-5900 MHz.
Wherein, the GNSS/HAAPH antenna supports L1, HAAPH dual-frequency points.
The locomotive running information acquisition module acquires differential information through connection with a CORS network.
Wherein, early warning module still includes display element: the method is used for displaying relative position information of the locomotive and a front construction area, operators, illegal invasion and foreign matter invasion in real time.
Wherein, early warning module still includes real-time early warning unit: the system is used for carrying out real-time early warning on drivers and passengers according to the front construction operation condition, illegal invasion or foreign matter invasion condition.
Wherein, the main control module also includes an interface conversion unit: the TTL UART interface of the main control module is converted into RS232 and RS485 interfaces, and is matched with the TAX07 card of the locomotive running information acquisition module and the corresponding communication interface of the early warning module.
As shown in fig. 2, the present utility model provides another positioning and early-warning terminal for a railway locomotive, including:
The vehicle-mounted positioning terminal realizes the functions of a part of main control modules, locomotive running information acquisition modules, fusion positioning modules and inertial navigation modules, and comprises:
(1) And the micro-processing module is used for: receiving positioning information of the fusion positioning module and forwarding the positioning information to the vehicle-mounted display terminal; receiving differential information of the vehicle-mounted display terminal and forwarding the differential information to the fusion positioning module; and receiving TAX07 information of the vehicle-mounted intelligent center, sending vehicle speed information and mileage information to the fusion positioning module, and realizing part of functions of the main control module by the micro processing module.
(2) Fusion positioning module: the GNSS satellite information received by the positioning antenna is received to perform satellite positioning, and the high-precision RTK differential positioning can be further performed by combining the differential information forwarded from the vehicle-mounted display terminal; receiving information sent by HAAPH base stations and received by a positioning antenna, and performing HAAPH positioning; receiving inertial navigation module data, and performing short-time INS inertial navigation positioning; receiving vehicle speed information and mileage information of a vehicle-mounted intelligent center TAX 07; and fusing the speed information/mileage information, GNSS/RTK positioning, HAAPH positioning and short-time INS inertial navigation positioning data, and outputting a fused positioning result to the vehicle-mounted display terminal.
(3) Inertial navigation module: and the high-precision MEMS acceleration sensor and the high-precision MEMS gyroscope are adopted and are connected with the fusion positioning module through a TTL UART port, so that acceleration/gyroscope data are transmitted to the fusion positioning module.
(4) TTL changes RS485 module, TTL changes RS232 module: and converting TTL UART interfaces of the micro-processing module into RS232 and RS485 interfaces, and matching with corresponding communication ports of the vehicle-mounted intelligent center TAX07 card and the vehicle-mounted display terminal.
(5) And a power supply conversion module: the locomotive's 110VDC (range 66VDC to 160 VDC) voltage is converted to the 12VDC required by the on-board display terminal and the 3.3VDC voltage required inside the on-board positioning terminal.
The vehicle-mounted display terminal realizes the functions of a part of early warning modules and a locomotive running information acquisition module, and comprises:
(1) High-precision electronic map: the relative position information of the locomotive, the front construction area, the operator, the illegal invasion and the foreign matter invasion can be displayed in real time.
(2) Early warning: real-time early warning can be carried out on drivers and passengers according to the front construction operation condition, illegal invasion or foreign matter invasion condition, and the safe driving of the locomotive drivers and passengers is assisted; locomotive drivers and passengers can initiate contact or push early warning information to site operators, and the operators are reminded of timely evacuation;
(3) Interaction with platform information: uploading information such as the position, speed and time of the locomotive through a 4G network, transmitting the information to a vehicle-mounted positioning terminal, and receiving information such as an alarm issued by a platform;
(4) Differential information acquisition: connecting a CORS network to obtain differential information and transmitting the differential information to a vehicle-mounted positioning terminal;
The positioning antenna realizes the functions of a part of antenna modules, and comprises:
(1) The antenna is a dual-port combined antenna, the port 1 is a communication antenna, and the port 2 is a GNSS/HAAPH antenna;
(2) The GNSS/HAAPH antenna supports L1 and HAAPH dual-frequency points;
(3) The communication antenna supports the receiving and transmitting of radio frequency signals with the frequency range of 400-5900MHz, and has high antenna gain and good omnidirectionality;
(4) The antenna is streamline in shape, small in wind resistance and high in reliability.
The existing GNSS satellite signals cannot cover non-exposed spaces such as tunnels, mine holes, indoor command centers and underground command centers, various non-exposed space navigation positioning technologies such as communication base station positioning, WIFI positioning, bluetooth positioning and UWB positioning are not ideal in general effect, and the non-exposed space navigation positioning is limited to a few scenes all the time, so that large-area application cannot be performed. The principle of GNSS navigation positioning is simply understood to be 'four-sphere' positioning, namely space three-dimensional coordinates (x, y, z) plus a time dimension (t), a high-end atomic clock is installed on a navigation satellite by GNSS, and a ground measurement and control station for time calibration is deployed, so that huge cost is spent, and the time service precision of the GNSS can reach 50-160 nanoseconds. The non-exposure space navigation positioning technologies such as the current communication base station positioning, WIFI positioning, bluetooth positioning, UWB positioning and the like adopt other modes to bypass the difficult problem of time synchronization, but the problems of large positioning error, small coverage, small support user quantity, large signal interference among users, incapability of supporting high-dynamic user positioning and the like are derived.
The land-based high-precision autonomous navigation positioning system (HAAPH: high Accuracy Autonomic PNT HIERARCHY, abbreviation of high-precision autonomous navigation, positioning and timing system) can be understood as fixing a positioning satellite on the ground, transmitting signals with timing information, receiving the timing signals by a receiver, and calculating the distance from the receiver to a ground navigation positioning base station according to the timing information, so as to calculate the position of the receiver. The 4 navigation and positioning base stations can provide 4-dimensional space-time services for the receiver. The HAAPH core technology is embodied at two points, namely, high-precision clock synchronization is realized, and the technology of accurately grabbing low-level signals in a near-earth complex electromagnetic environment is broken through, particularly, the high-precision clock synchronization technology is advanced in the world and fills the domestic blank. The HAAPH system transmits and receives microwaves through the base stations, high-precision clock synchronization is realized by utilizing the coherence of the microwaves, and all the base stations form a network because of the synchronization of the microwave clocks. As long as one base station receives the GNSS clock signal, the clock of the whole base station network is kept highly consistent with the GNSS clock, the consistency of indoor and outdoor clocks is realized, the GNSS positioning is carried out outdoors, and the non-exposure space is positioned by adopting HAAPH base stations. The HAAPH and the GNSS form an integral PNT whole, so that continuous positioning can be realized, and the PNT is smooth and smooth.
The non-exposed space of the railway, the area of the station is large, the tunnel distance is long, the running speed of the locomotive is high, and the non-exposed space positioning technology is required to have the characteristics of long distance, high precision, wide dynamic range and the like. HAAPH is an abbreviation of High Accuracy Autonomic PNT HIERARCHY (high-precision autonomous navigation, positioning and timing system) and is a non-exposure space navigation positioning technology. The method has the characteristics of high positioning precision (in centimeter level), wide positioning range (1-2000 meters), dynamic range (120 km/h) and the like.
HAAPH can be understood as fixing a positioning satellite flying around the earth at high speed in space to the ground, transmitting signals with timing information, receiving these timing signals by a receiver, and calculating the distance of the receiver from the ground navigation base station according to the timing information, thereby calculating the position of the receiver. And determining the point position corresponding to the receiver antenna, namely the position of the observation station, namely single-point positioning according to the known HAAPH base station coordinates based on the observed quantity of the distance (or the distance difference) between the HAAPH base station and the user receiver antenna. In the railway tunnel linear positioning requirement, the measurement distance is assumed to be accurate, and in principle, the observation station is positioned on the intersection point of a sphere with 2 HAAPH base station satellites as sphere centers and the corresponding distance as radius and the line segment where the observation station is positioned.
The inertial navigation system (INS, inertial Navigation System), also called inertial reference system, is a navigation parameter resolving system that is a gyro and accelerometer sensitive device, and is an autonomous navigation system that does not depend on external information and does not radiate energy to the outside (as in radio navigation). The inertial navigation system is a technology for obtaining the instantaneous speed and instantaneous position data of the inertial navigation system by measuring the acceleration (inertia) of a moving carrier and automatically performing integral operation.
The HAAPH, the GNSS/RTK and the INS form an integral PNT, so that continuous positioning can be realized, and the PNT is smooth and smooth.
The utility model has the following characteristics:
High precision: the positioning precision is high, the positioning of a user in high-speed movement can reach the centimeter level, and the deformation monitoring precision can reach the millimeter level;
And the coverage is wide: the base stations can be spaced 1-2 km apart, so that the problem of discontinuous positioning caused by frequent switching of positioning base stations is avoided;
High frequency: the positioning frequency can reach 20-1000 times per second, thereby meeting the positioning requirement of the truck under high-speed movement;
the signal intensity is strong: the signal intensity is high, the navigation positioning result is stable, and the repeatability is good;
and (3) quick deployment: the equipment deployment does not need wiring, the deployment is convenient and fast, and the operation and maintenance cost is low;
World is integrative: the navigation positioning process does not depend on Beidou/GPS and the like, the receiving terminal can be fused with the Beidou receiver, multimode positioning is realized, and the reliability is improved equivalent to mutual backup.
And the method is autonomously controllable: the HAAPH system can realize complete autonomous control, which is an unattainable goal of UWB and other technologies.
In this specification, each embodiment is described in a progressive manner, and each embodiment is mainly described by differences from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the utility model, which are described in detail and are not to be construed as limiting the scope of the utility model. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.
Claims (10)
1. The utility model provides a railway locomotive location early warning terminal which characterized in that includes:
The system comprises a main control module, a locomotive running information acquisition module, a fusion positioning module, an inertial navigation module, an antenna module and an early warning module, wherein the locomotive running information acquisition module, the fusion positioning module and the early warning module are connected with the main control module, and the inertial navigation module and the antenna module are connected with the fusion positioning module;
The locomotive running information acquisition module is used for acquiring the speed information, mileage information and differential information in the running process of the locomotive and sending the speed information, mileage information and differential information to the main control module;
The inertial navigation module is used for sending the acquired locomotive acceleration data and gyroscope data to the fusion positioning module;
The antenna module is used for receiving GNSS information and HAAPH information and sending the GNSS information and HAAPH information to the fusion positioning module, the GNSS information is used for satellite positioning, and the HAAPH information is used for HAAPH positioning;
The main control module is used for receiving the positioning result obtained by the fusion positioning module and sending the positioning result to the early warning module, receiving the speed information, mileage information and difference information in the running process of the locomotive sent by the locomotive running information acquisition module and sending the speed information, mileage information and difference information to the fusion positioning module;
the fusion positioning module is used for performing satellite positioning on GNSS satellite information, performing RTK differential positioning by combining differential information, performing HAAPH positioning based on HAAPH information, performing INS inertial navigation positioning based on locomotive acceleration data and gyroscope data, and outputting positioning results by fusing speed information, mileage information, GNSS/RTK positioning, HAAPH positioning and short-time INS inertial navigation positioning data;
the early warning module is used for displaying early warning information in real time and sending the early warning information to target personnel.
2. The railroad locomotive positioning and warning terminal of claim 1, wherein the inertial navigation module employs a high-precision MEMS acceleration sensor and a high-precision MEMS gyroscope.
3. The railroad locomotive positioning and early warning terminal according to claim 1, wherein the inertial navigation module is connected with the fusion positioning module through a TTL UART interface.
4. The railroad locomotive positioning and warning terminal of claim 1, wherein the antenna module is comprised of a communications antenna and a GNSS/HAAPH antenna.
5. The railroad locomotive positioning and warning terminal of claim 4, wherein the communication antenna supports the transmission and reception of radio frequency signals having a frequency range of 400-5900 MHz.
6. The railroad locomotive positioning and warning terminal of claim 4, wherein the GNSS/HAAPH antenna supports L1, HAAPH dual frequency points.
7. The railroad locomotive positioning and warning terminal of claim 1, wherein the locomotive travel information acquisition module acquires differential information by connecting to a CORS network.
8. The railroad locomotive positioning and warning terminal of claim 1, wherein the warning module further comprises a display unit: the method is used for displaying relative position information of the locomotive and a front construction area, operators, illegal invasion and foreign matter invasion in real time.
9. The railroad locomotive positioning and warning terminal of claim 1, wherein the warning module further comprises a real-time warning unit: the system is used for carrying out real-time early warning on drivers and passengers according to the front construction operation condition, illegal invasion or foreign matter invasion condition.
10. The railroad locomotive positioning and warning terminal of claim 1, wherein the master control module further comprises an interface conversion unit: the TTL UART interface of the main control module is converted into RS232 and RS485 interfaces, and is matched with the TAX07 card of the locomotive running information acquisition module and the corresponding communication interface of the early warning module.
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| CN202323074421.2U CN221174984U (en) | 2023-11-14 | 2023-11-14 | Railway locomotive positioning early warning terminal |
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