Railway shunting speed monitoring and rash-entering prevention method and railway shunting speed monitoring and rash-entering prevention system

Abstract

The invention discloses a railway shunting speed monitoring and rash-entering prevention method and system, and belongs to the technical field of railway vehicle operation monitoring. Comprising the following steps: acquiring absolute position information of a train by receiving a satellite signal to obtain Beidou positioning data; obtaining relative position information of a debugging vehicle to obtain UWB positioning data; fusing the Beidou positioning data and the UWB positioning data to obtain fused positioning data; and after the fused positioning data are transmitted to the train, alarming is carried out according to the fused positioning data and the train operation condition. According to the method and the system, the dispatching speed abnormity and the running risk in the shunting operation process can be found and processed in time, and the safety and the efficiency of the shunting operation are guaranteed.

Description

Technical Field

[0001] The present invention belongs to the technical field of railway vehicle operation monitoring, and in particular relates to a railway shunting speed monitoring and anti-advance method and system. Background Art

[0002] Train speed monitoring and anti-over-running measures are crucial for safe shunting operations. Shunting operations are a crucial part of railway transportation, and speed monitoring effectively ensures that trains operate within a safe and controllable range during shunting, preventing accidents such as collisions and derailments caused by excessive speed. Furthermore, anti-over-running measures precisely monitor train position and speed to prevent trains from exceeding designated stopping positions or signal ranges, thereby avoiding potential collisions and accidents. Real-time monitoring of train speed and position optimizes operational processes, improves transportation efficiency, and effectively mitigates related operational safety risks.

[0003] Existing train speed measurement and positioning methods are typically improved upon traditional axle speed measurement methods. By installing an axle speed sensor on the axle of the train to be measured, the axle's angular velocity is converted into an electrical pulse signal. The frequency of this signal is directly proportional to the axle's angular velocity, allowing the train's instantaneous speed and mileage to be calculated through correlation. However, this method has a significant drawback.

[0004] For example, train wheels are prone to spinning, slipping, and locking in harsh environments like rain and snow. Furthermore, after a train travels a certain distance, the wheels experience wear and degradation, which directly affects the accuracy of the speed sensor's output signal, leading to increased errors in vehicle speed measurement and positioning. These factors not only reduce the efficiency of shunting operations but also pose a threat to their safety. Furthermore, current approaches lack a high level of intelligence and are unable to effectively address these issues, impacting the overall efficiency and safety of shunting operations.

[0005] Similarly, the safe operation of shunting locomotives during shunting operations is highly dependent on a reliable positioning system. However, no single navigation system can meet user positioning needs at all times and in all environments. For example, in complex environments with obstructions, such as urban canyons, port containers, railway tunnels, and station platforms, the Beidou satellite navigation system may experience a series of conditions, including reduced observable satellite redundancy, signal blockage, and degraded geometric configuration. These conditions can lead to a decrease in positioning accuracy or even the inability to obtain valid positioning information, making it impossible to meet the high-precision and high-reliability positioning requirements of railway trains. In such cases, relying solely on the Beidou system cannot meet the positioning requirements for operational safety and speed monitoring. Other auxiliary positioning systems must be introduced to improve positioning accuracy and reliability to ensure safe operation in various complex environments. Summary of the Invention

[0006] In order to overcome the problems of large errors and low accuracy in speed monitoring and positioning caused by the axle speed measurement method, the present invention provides a railway shunting speed monitoring and anti-over-advance method and system. By integrating UWB and Beidou positioning, high-precision and low-error positioning is provided and the speed monitoring and anti-over-advance functions of the shunting machine are realized.

[0007] To achieve the above-mentioned purpose, the present invention provides a method and system for monitoring and preventing railway shunting speed and reckless advance. The method comprises:

[0008] Obtain the train's absolute position information by receiving satellite signals and obtaining Beidou positioning data;

[0009] Obtain the relative position information of the shunting vehicle and obtain UWB positioning data;

[0010] Fusing the Beidou positioning data and the UWB positioning data to obtain fused positioning data;

[0011] After the fused positioning data is transmitted to the train, an alarm is issued based on the fused positioning data and the train operation status.

[0012] Preferably, the process of obtaining the absolute position information of the train by receiving satellite signals includes:

[0013] The BeiDou antenna installed on the servo vehicle receives signals from BeiDou satellites. The received BeiDou satellite signals are filtered out of interference signals outside the BeiDou frequency band through a bandpass filter, and then the signals are attenuated by a low-noise amplifier. The signals are then transmitted to the BeiDou receiver via a coaxial cable to obtain pre-processed signals.

[0014] The pre-processed signal is demodulated by the demodulator inside the Beidou receiver, the analog signal is converted into a digital signal, and the navigation message and ranging code of the satellite are extracted;

[0015] The demodulated signal is sent to the decoder, which decodes the navigation message according to the standards of the Beidou satellite navigation system to obtain satellite parameter information;

[0016] The receiver records the navigation message broadcast time and ranging code arrival time of each satellite, and then uses the ranging code arrival time and satellite broadcast time to calculate the pseudorange between the satellite and the receiver;

[0017] The four-satellite pseudo-range equation is constructed using the spatial distance resection principle, and the position coordinates of the receiver are obtained by solving it to obtain the absolute position information of the train.

[0018] Preferably, the four-star pseudorange equation is expressed as follows:

[0019]

[0020] Among them, d1, d2, d3, and d4 represent the pseudoranges from the receiver to the four satellites, x, y, and z represent the three-dimensional coordinates of the receiver in the Earth-centered Earth-fixed coordinate system, x1, y1, and z1 represent the three-dimensional coordinates of the first satellite in the Earth-centered Earth-fixed coordinate system, x2, y2, and z2 represent the three-dimensional coordinates of the second satellite in the Earth-centered Earth-fixed coordinate system, x3, y3, and z3 represent the three-dimensional coordinates of the third satellite in the Earth-centered Earth-fixed coordinate system, x4, y4, and z4 represent the three-dimensional coordinates of the fourth satellite in the Earth-centered Earth-fixed coordinate system, and v represents the speed of light. represents the receiver clock error, and t represents the signal propagation time.

[0021] Preferably, the process of obtaining the relative position information of the shunting vehicle includes:

[0022] Deploy positioning base stations at stations and install positioning tags on shunting vehicles and personnel positioning cards for location positioning;

[0023] During the positioning process, the UWB receiver receives the UWB signal emitted by the tag, filters out the noise interference during the electromagnetic wave transmission process, and obtains a signal containing valid information. The central processing module then performs ranging and positioning calculations and analysis to obtain the relative position information of the shunting vehicle.

[0024] Preferably, a positioning base station is deployed at the station, and positioning tags are installed on the shunting vehicles and personnel positioning cards. The process of position positioning includes:

[0025] Install UWB positioning base stations in the work area to ensure that the coverage of the base stations meets the positioning requirements and that they can communicate effectively with each other;

[0026] Adjust the base station's height and angle so that the signal coverage is consistent with the orbital plane;

[0027] Use optical fiber or coaxial cable to connect each UWB positioning base station to form a local area network, and perform time synchronization between base stations;

[0028] Set the physical coordinates of the positioning base station in the absolute coordinate system in the positioning system;

[0029] A UWB tag is installed on the machine, and after power is turned on, the UWB tag automatically broadcasts a pulse signal to perform position positioning.

[0030] Preferably, during the positioning process, the process of obtaining the relative position information of the shunting vehicle by receiving the UWB signal transmitted by the tag by the UWB receiver includes:

[0031] The positioning base station has an external antenna that transmits a fixed-power UWB wireless signal to communicate with the positioning identification card installed on the vehicle;

[0032] Each node generates an independent timestamp from the moment it starts. The transmitter sends a signal at time t0, the receiver receives the signal at time t1, and returns the signal at time t2. The signal arrives at the transmitter again at time t3. The distance S between the transmitter and the receiver is calculated.

[0033] Three-dimensional positioning measures the distance between the positioning identification card and at least three positioning base stations, obtains the position information of the positioning identification card based on the distance from the three base stations, and obtains the relative position information of the shunting vehicle.

[0034] Preferably, the formula for calculating the distance S between the transmitting end and the receiving end is:

[0035]

[0036] Where c is the speed of light.

[0037] Preferably, the process of fusing the Beidou positioning data and the UWB positioning data to obtain fused positioning data includes:

[0038] Inputting the Beidou positioning data and the UWB positioning data into a Kalman filter as observation values;

[0039] Calculating an optimal estimate of the train position based on the Kalman filter according to the estimated value at the previous moment and the current observation value;

[0040] According to the optimal estimate of the train position, the fused data is processed to obtain the fused positioning information.

[0041] Preferably, after the fused positioning data is transmitted to the train, the process of issuing an alarm based on the fused positioning data and the train operation status includes:

[0042] Calculate the instantaneous speed and acceleration of the servo motor based on the fused positioning information, and compare them with the speed limit to achieve speed monitoring function;

[0043] According to the fused positioning information, key track positions are divided, the train position and running direction are monitored in real time, and the signal light information, shunting position, speed information and speed limit are combined to calculate the starting braking position, braking distance and parking position at the maximum speed limit. These are then compared with the real-time braking distance calculated from the real-time speed to achieve the anti-over-advance function.

[0044] The present invention also provides a railway shunting speed monitoring and anti-advance system, comprising:

[0045] Beidou positioning module, used to obtain the absolute position information of the train by receiving satellite signals and obtain Beidou positioning data;

[0046] UWB positioning module, used to obtain the relative position information of the shunting vehicle and obtain UWB positioning data;

[0047] A data fusion processing module is used to fuse the Beidou positioning data and the UWB positioning data to obtain fused positioning data;

[0048] A communication module, configured to transmit the fused positioning data to the train;

[0049] The alarm module is used to generate an alarm based on the fused positioning data and the train operation status.

[0050] Compared with the prior art, the present invention has the following advantages and technical effects:

[0051] The positioning method of the present invention adopts Beidou positioning and UWB positioning. The two positioning technologies complement each other, making it possible to provide high-precision position information for the shunting machine under different environmental conditions, and the positioning accuracy can be accurate to the centimeter level, effectively solving the problem of low positioning accuracy and improving the overall reliability; at the same time, after obtaining the shunting machine position information, through rapid data processing and transmission, it can reflect the operating status of the shunting machine in real time, and promptly discover and deal with abnormal shunting machine speed and risk of over-advancement during shunting operations, thereby ensuring the safety and efficiency of shunting operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of this application. The exemplary embodiments and descriptions of this application are intended to explain this application and do not constitute an improper limitation on this application. In the accompanying drawings:

[0053] Figure 1 A schematic diagram of Beidou positioning according to an embodiment of the present invention;

[0054] Figure 2A schematic diagram of UWB positioning according to an embodiment of the present invention;

[0055] Figure 3 This is a schematic diagram of preventing overspeeding and reckless advance according to an embodiment of the present invention. DETAILED DESCRIPTION

[0056] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0057] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0058] Example 1

[0059] In view of the poor positioning accuracy of the existing single positioning method, the simple application scenarios, and the problems of insufficient speed and distance measurement accuracy and large errors in the existing train speed and distance measurement methods, this embodiment proposes a speed monitoring and anti-adventure method for the shunting locomotive. This method obtains the real-time position of the shunting locomotive through Beidou positioning and UWB positioning. Then, the real-time speed and acceleration values ​​of the shunting locomotive are calculated by combining the positioning data of the two methods. This processing makes up for the problem of insufficient speed measurement accuracy under severe weather conditions such as rain and snow. Finally, the real-time speed and position information are imported into the train operation alarm module. Once the train is speeding or at risk of advancing, the alarm module will issue an alarm in real time to ensure the safe operation of the shunting locomotive during the operation.

[0060] This embodiment provides a railway shunting speed monitoring and risk prevention method, including:

[0061] Obtain the train's absolute position information by receiving satellite signals and obtaining Beidou positioning data;

[0062] Obtain the relative position information of the shunting vehicle and obtain UWB positioning data;

[0063] Fuse Beidou positioning data and UWB positioning data to obtain fused positioning data;

[0064] After the fused positioning data is transmitted to the train, an alarm is issued based on the fused positioning data and the train operation status.

[0065] Further, if Figure 1 As shown in FIG, the process of obtaining the absolute position information of the train by receiving satellite signals includes:

[0066] The BeiDou antenna installed on the servo vehicle receives signals from BeiDou satellites. The received BeiDou satellite signals are filtered out of interference signals outside the BeiDou frequency band through a bandpass filter, and then the signals are attenuated by a low-noise amplifier. The signals are then transmitted to the BeiDou receiver via a coaxial cable to obtain pre-processed signals.

[0067] The demodulator inside the BeiDou receiver demodulates the pre-processed signal, converts the analog signal into a digital signal, and extracts the satellite's navigation message and ranging code;

[0068] The demodulated signal is sent to the decoder, which decodes the navigation message according to the standards of the Beidou satellite navigation system to obtain the satellite parameter information;

[0069] The receiver records the navigation message broadcast time and ranging code arrival time of each satellite, and then uses the ranging code arrival time and satellite broadcast time to calculate the pseudorange between the satellite and the receiver;

[0070] The four-satellite pseudo-range equation is constructed using the spatial distance resection principle, and the position coordinates of the receiver are obtained by solving it to obtain the absolute position information of the train.

[0071] More specifically, the Beidou antenna installed on the mobilization vehicle receives signals from Beidou satellites. The received Beidou satellite signals first pass through a bandpass filter to filter out interference signals outside the Beidou frequency band, ensuring signal purity. The filtered signals are then amplified by a low-noise amplifier to compensate for signal attenuation during transmission and ensure sufficient signal strength for subsequent processing. The amplified signals are then transmitted via a coaxial cable to a Beidou receiver. After signal preprocessing, including filtering and amplification, they are then transmitted to the Beidou receiver for demodulation and decoding to obtain the satellite's navigation message and ranging code.

[0072] The demodulator inside the Beidou receiver demodulates the received signal, converting the analog signal into a digital signal. During the demodulation process, the receiver uses the Beidou satellite signal structure and modulation method to synchronize and demodulate the signal, extracting the satellite's navigation message and ranging code.

[0073] The demodulated signal is sent to the decoder, which decodes the received navigation message according to the standards of the Beidou satellite navigation system to obtain information such as the satellite's position parameters, clock parameters, and health status.

[0074] The receiver records the time each satellite transmits its navigation message and the arrival time of its ranging code. It then uses the ranging code arrival time and the satellite's broadcast time to calculate the pseudorange between the satellite and the receiver. Using the principle of spatial range resection (SDRE), four nonlinear equations are constructed based on the pseudoranges of the four satellites.

[0075]

[0076] Among them, d1, d2, d3, and d4 represent the pseudoranges from the receiver to the four satellites, x, y, and z represent the three-dimensional coordinates of the receiver in the Earth-centered Earth-fixed coordinate system, x1, y1, and z1 represent the three-dimensional coordinates of the first satellite in the Earth-centered Earth-fixed coordinate system, x2, y2, and z2 represent the three-dimensional coordinates of the second satellite in the Earth-centered Earth-fixed coordinate system, x3, y3, and z3 represent the three-dimensional coordinates of the third satellite in the Earth-centered Earth-fixed coordinate system, x4, y4, and z4 represent the three-dimensional coordinates of the fourth satellite in the Earth-centered Earth-fixed coordinate system, and v represents the speed of light. represents the receiver clock error, and t represents the signal propagation time.

[0077] Through the simultaneous equations, the position coordinates of the receiver, i.e. the tuning machine, can be solved.

[0078] Furthermore, as shown in 2, the process of obtaining the relative position information of the shunting vehicle includes:

[0079] Deploy positioning base stations in specific areas of the station, and install positioning tags on shunting vehicles and personnel positioning cards for location positioning;

[0080] During the positioning process, the UWB receiver receives the UWB signal emitted by the tag, and by filtering out various noise interferences mixed in the electromagnetic wave transmission process, a signal containing effective information is obtained. The central processing module then performs ranging and positioning calculations and analysis to obtain the relative position information of the shunting vehicle.

[0081] Furthermore, positioning base stations are deployed at stations, and positioning tags are installed on shunting vehicles and personnel positioning cards. The positioning process includes:

[0082] Install UWB positioning base stations in the work area to ensure that the coverage of the base stations meets the positioning requirements and that they can communicate effectively with each other;

[0083] Adjust the base station's height and angle so that the signal coverage is consistent with the orbital plane;

[0084] Use optical fiber or coaxial cable to connect each UWB positioning base station to form a local area network, and perform time synchronization between base stations;

[0085] Set the physical coordinates of the positioning base station in the absolute coordinate system in the positioning system;

[0086] Install a UWB tag on the machine. After power is turned on, the UWB tag automatically broadcasts a pulse signal to locate the position.

[0087] Furthermore, during the positioning process, the process of obtaining the relative position information of the shunting vehicle based on the UWB signal transmitted by the tag received by the UWB receiver includes:

[0088] The positioning base station has an external antenna that transmits a fixed-power UWB wireless signal to communicate with the positioning identification card installed on the vehicle;

[0089] Each node generates an independent timestamp from the moment it starts. The transmitter sends a signal at time t0, the receiver receives the signal at time t1, and returns the signal at time t2. The signal arrives at the transmitter again at time t3. The distance S between the transmitter and the receiver is calculated.

[0090] Three-dimensional positioning measures the distance between the positioning identification card and at least three positioning base stations, obtains the position information of the positioning identification card based on the distance from the three base stations, and obtains the relative position information of the shunting vehicle.

[0091] Furthermore, the formula for calculating the distance S between the transmitter and the receiver is:

[0092]

[0093] Where c is the speed of light.

[0094] More specifically, UWB positioning base stations are installed at appropriate locations within the work area. Each base station is optimally positioned through precise engineering measurements to ensure its coverage meets positioning requirements and that it can effectively communicate with each other. During installation, the height and angle of the base station are adjusted to align its signal coverage with the track plane, minimizing signal obstruction and multipath effects and improving positioning accuracy. Optical fiber or coaxial cables are used to connect the UWB base stations to form a local area network, and time synchronization is achieved between the base stations with nanosecond accuracy, ensuring that each base station can accurately measure the signal arrival time. The physical coordinates of the positioning base stations are pre-set in the absolute coordinate system within the positioning system.

[0095] Next, the UWB tag is installed in a suitable position on the train, ensuring it does not loosen or fall off during operation. This reduces signal obstruction and interference from the train body and ensures stable signal transmission. Once powered on, the tag automatically broadcasts a pulse signal, meeting the characteristic requirements of UWB signals and enabling high-precision positioning measurements.

[0096] The positioning base station has an external antenna that transmits a fixed-power UWB wireless signal to communicate with the positioning identification card installed on the vehicle. Each node generates an independent timestamp from the moment it starts. The transmitter transmits a signal at time t0, the receiver receives the signal at time t1, and returns the signal at time t2. The signal arrives at the transmitter again at time t3. In this way, the distance S between the transmitter and the receiver can be calculated as:

[0097]

[0098] Where c is the speed of light. Three-dimensional positioning requires the positioning marker to measure distances with at least three positioning base stations. The specific location information of the positioning marker can be obtained based on the specific distances to the three base stations.

[0099] Furthermore, the Beidou positioning data and UWB positioning data are fused to obtain the fused positioning data. The process includes:

[0100] The Beidou positioning data and UWB positioning data are input into the Kalman filter as observation values;

[0101] The Kalman filter calculates the optimal estimate of the train position based on the previous moment's estimate and the current observation value;

[0102] Based on the optimal estimate of the train position, the fused data is processed to reduce data fluctuations, improve stability, and obtain fused positioning information.

[0103] Further, if Figure 3 As shown in FIG, after the fused positioning data is transmitted to the train, the process of issuing an alarm based on the fused positioning data and the train operation status includes:

[0104] Calculate the instantaneous speed and acceleration of the machine based on the fused positioning information and compare them with the speed limit to achieve speed monitoring function;

[0105] Based on the integrated positioning information, the key positions of the track are divided, the train position and running direction are monitored in real time, and the signal light information is combined with the shunting position, speed information and speed limit value to calculate the starting braking position, braking distance and parking position at the maximum speed limit value, and compare them with the real-time braking distance calculated from the real-time speed to realize the anti-over-advance function.

[0106] Furthermore, the speed monitoring function is implemented by using Beidou and UWB positioning to collect real-time locomotive location information. The data is then processed and analyzed by the data fusion processing module to calculate the locomotive location information based on multi-mode fusion positioning. The train operation alarm module then analyzes the train's real-time operation status and location information. The train operation alarm module calculates the locomotive's instantaneous speed and acceleration based on the multi-mode fusion positioning information and compares it with the speed limit. When the difference between the speed limit and the operating speed is less than or equal to 5 km / h, the train operation alarm module issues an audible and visual alarm and prompts to "slow down." When the difference between the speed limit and the operating speed is less than or equal to 1 km / h, the train operation alarm module issues an audible and visual alarm and prompts to "unload." When the difference between the speed limit and the operating speed is less than or equal to 0, meaning the locomotive's operating speed exceeds the speed limit, the train operation alarm module issues an audible and visual alarm and prompts to "brake" to ensure the speed is within a safe range.

[0107] The anti-advance function is implemented by using fusion positioning technology to precisely delineate key track locations, such as railway signal lights. Then, based on real-time locomotive position information collected through Beidou and UWB positioning, the train's position and direction are monitored in real time. The train's operation alarm module then calculates the braking position, braking distance, and stopping position at the maximum speed limit based on the signal light information, locomotive position, speed information, and speed limit. The real-time braking distance, calculated based on real-time speed, is then compared with the distance to the preceding signal light. If the braking distance exceeds the distance to the preceding signal light, the train operation alarm module determines that the locomotive is at risk of advancing too far and issues a real-time alarm prompting the train to slow down, ensuring safe operation.

[0108] More specifically, the two positioning data are input into the filter as observation values ​​through the data fusion processing module. The filter calculates the optimal estimate of the train position based on the estimated value at the previous moment and the current observation value; the fused data is then processed to reduce data fluctuations and improve stability.

[0109] After obtaining the specific real-time location information of the shunting locomotive, the location information is transmitted to the train operation alarm module.

[0110] In the train operation alarm module, the maximum speed limit value v is first input from the outside m ; Then, after obtaining the specific location information of the adjustment machine, the coordinate values ​​of the current moment and the previous moment are converted into plane distance through the calculation formula

[0111]

[0112] in:

[0113] Δlat=lat2-lat1

[0114] Δlon=lon2-lon1

[0115] Lat1 and lat2 are the latitudes of the machine at the previous and current moments, lon1 and lon2 are the longitudes of the machine at the previous and current moments, and r is the radius of the Earth. The real-time speed v0 of the machine is calculated based on the calculated distance d and the time difference t between the two moments.

[0116] Compare the maximum speed limit with the real-time running speed. m -v0≤5km / h, the train operation alarm module will issue an audible and visual alarm and prompt "slow down"; when v m -v0≤1km / h, the train operation alarm module will emit an audible and visual alarm and prompt "unload"; when v m - When v0≤0km / h, the train operation alarm module will emit an audible and visual alarm and prompt "brake".

[0117] When the alarm module obtains the real-time position of the train and the maximum speed limit, it also obtains the signal and specific location information of the traffic light. The safe stopping distance is calculated based on the obtained maximum speed limit. The difference between the traffic light position and the current real-time position of the train, and the difference between the train's coordinates at the previous moment and the current moment, is used to determine whether the traffic light is ahead of the train. If it is ahead of the train and the traffic light is red / blue, the estimated braking distance at the current speed is calculated. If the estimated braking distance is less than the distance to the traffic light ahead, the driver is prompted to slow down. Otherwise, the driver is prompted to indicate that the distance is within the safe range.

[0118] Then, the safe stopping distance is calculated based on the speed limit of the locomotive and the signal information.

[0119] The train operation alarm module uses calculations and real-time monitoring to determine whether the train has reached the safe stopping distance. If so, the system triggers the overspeed prevention function to prevent overspeeding. Otherwise, continuous monitoring continues.

[0120] Example 2

[0121] Based on the same inventive concept, this embodiment further provides a railway shunting speed monitoring and anti-advance system, comprising:

[0122] Beidou positioning module, used to obtain the absolute position information of the train by receiving satellite signals and obtain Beidou positioning data;

[0123] UWB positioning module, used to obtain the relative position information of the shunting vehicle and obtain UWB positioning data;

[0124] The data fusion processing module is used to fuse Beidou positioning data and UWB positioning data to obtain fused positioning data;

[0125] A communication module for transmitting fused positioning data to the train;

[0126] The alarm module is used to generate alarms based on the fusion of positioning data and train operation status.

[0127] Specifically, this embodiment receives satellite signals through the Beidou positioning module to obtain the absolute position of the train; deploys positioning base stations at stations through the UWB positioning module and installs tags on the shunting locomotive to achieve local positioning; the data fusion processing module uses a filter to fuse the two positioning data, and reduces data fluctuations through data processing to improve stability; the train operation alarm module calculates the shunting locomotive speed and acceleration in real time based on the fused data, and compares it with the preset speed limit to achieve graded alarm; the anti-reckless advance function realizes risk warning by comparing the braking distance with the traffic light distance in real time, and triggers an alarm when the braking distance is greater than the distance to the traffic light ahead.

[0128] Furthermore, the signal processing process of the Beidou positioning module includes: the received satellite signals are filtered out by a bandpass filter to remove interference from the Beidou frequency band, compensated for signal attenuation by a low-noise amplifier, and transmitted to the receiver through a coaxial cable; the signal is demodulated and decoded inside the receiver, the navigation message and ranging code are extracted, the four-star pseudo-range equation is constructed using the spatial distance resection principle, the three-dimensional coordinates of the receiver are solved, and the absolute position information of the train is obtained.

[0129] Furthermore, when the UWB positioning module is implemented, the positioning base station is connected using optical fiber or coaxial cable and achieves nanosecond time synchronization. The installation height and angle of the base station are consistent with the orbital plane through engineering measurement; the ranging calculation adopts the two-way time of flight method.

[0130] Furthermore, the speed monitoring graded alarm conditions specifically include:

[0131] When the difference between the speed limit and the real-time speed is ≤5km / h, the "slow down" sound and light alarm is triggered;

[0132] When the difference is ≤1km / h, the "unloading" sound and light alarm is triggered;

[0133] When the difference is ≤0km / h, the "brake" sound and light alarm is triggered.

[0134] Furthermore, when the anti-over-advance function is implemented, the train's direction of travel is determined by the coordinate difference between two consecutive moments, and a dynamic safety distance model is established in combination with the signal light position; the braking distance at the current speed is calculated in real time and compared with the remaining distance to the signal light ahead. When the braking distance is greater than the signal light ahead, it is determined that there is an over-advance risk and an alarm is triggered.

[0135] The railway shunting speed monitoring and anti-advance system provided in this embodiment has all the advantages of the railway shunting speed monitoring and anti-advance method provided in the first embodiment.

[0136] Example 3

[0137] This embodiment further discloses a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in the first embodiment.

[0138] Example 4

[0139] This embodiment further discloses a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps of the method described in the first embodiment are implemented.

[0140] Example 5

[0141] This embodiment further discloses a computer program product, including a computer program, which implements the steps of the method described in the first embodiment when executed by a processor.

[0142] The above are merely preferred embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A railway shunting speed monitoring and anti-adventurous method, characterized in that: include: Obtain the train's absolute position information by receiving satellite signals and obtaining Beidou positioning data; Obtain the relative position information of the shunting vehicle and obtain UWB positioning data; Fusing the Beidou positioning data and the UWB positioning data to obtain fused positioning data; After the fused positioning data is transmitted to the train, an alarm is issued based on the fused positioning data and the train operation status.

2. The method according to claim 1, characterized in that The process of obtaining the absolute position information of the train by receiving satellite signals includes: The BeiDou antenna installed on the servo vehicle receives signals from BeiDou satellites. The received BeiDou satellite signals are filtered out of interference signals outside the BeiDou frequency band through a bandpass filter, and then the signals are attenuated by a low-noise amplifier. The signals are then transmitted to the BeiDou receiver via a coaxial cable to obtain pre-processed signals. The pre-processed signal is demodulated by the demodulator inside the Beidou receiver, the analog signal is converted into a digital signal, and the navigation message and ranging code of the satellite are extracted; The demodulated signal is sent to the decoder, which decodes the navigation message according to the standards of the Beidou satellite navigation system to obtain satellite parameter information; The receiver records the navigation message broadcast time and ranging code arrival time of each satellite, and then uses the ranging code arrival time and satellite broadcast time to calculate the pseudorange between the satellite and the receiver; The four-satellite pseudo-range equation is constructed using the spatial distance resection principle, and the position coordinates of the receiver are obtained by solving it to obtain the absolute position information of the train.

3. The method according to claim 2, characterized in that The formula expression of the four-star pseudorange equation is: Among them, d1, d2, d3, and d4 represent the pseudoranges from the receiver to the four satellites, x, y, and z represent the three-dimensional coordinates of the receiver in the Earth-centered Earth-fixed coordinate system, x1, y1, and z1 represent the three-dimensional coordinates of the first satellite in the Earth-centered Earth-fixed coordinate system, x2, y2, and z2 represent the three-dimensional coordinates of the second satellite in the Earth-centered Earth-fixed coordinate system, x3, y3, and z3 represent the three-dimensional coordinates of the third satellite in the Earth-centered Earth-fixed coordinate system, x4, y4, and z4 represent the three-dimensional coordinates of the fourth satellite in the Earth-centered Earth-fixed coordinate system, and v represents the speed of light. represents the receiver clock error, and t represents the signal propagation time.

4. The method according to claim 1, wherein The process of obtaining the relative position information of the shunting vehicle includes: Deploy positioning base stations at stations and install positioning tags on shunting vehicles and personnel positioning cards for location positioning; During the positioning process, the UWB receiver receives the UWB signal emitted by the tag, filters out the noise interference during the electromagnetic wave transmission process, and obtains a signal containing valid information. The central processing module then performs ranging and positioning calculations and analysis to obtain the relative position information of the shunting vehicle.

5. The method according to claim 4, characterized in that Deploy positioning base stations at stations and install positioning tags on shunting vehicles and personnel positioning cards. The positioning process includes: Install UWB positioning base stations in the work area to ensure that the coverage of the base stations meets the positioning requirements and that they can communicate effectively with each other; Adjust the base station's height and angle so that the signal coverage is consistent with the orbital plane; Use optical fiber or coaxial cable to connect each UWB positioning base station to form a local area network, and perform time synchronization between base stations; Set the physical coordinates of the positioning base station in the absolute coordinate system in the positioning system; A UWB tag is installed on the machine, and after power is turned on, the UWB tag automatically broadcasts a pulse signal to perform position positioning.

6. The method according to claim 4, characterized in that During the positioning process, the UWB receiver receives the UWB signal transmitted by the tag and obtains the relative position information of the shunting vehicle, which includes: The positioning base station has an external antenna that transmits a fixed-power UWB wireless signal to communicate with the positioning identification card installed on the vehicle; Each node generates an independent timestamp from the moment it starts. The transmitter sends a signal at time t0, the receiver receives the signal at time t1, and returns the signal at time t2. The signal arrives at the transmitter again at time t3. The distance S between the transmitter and the receiver is calculated. Three-dimensional positioning measures the distance between the positioning identification card and at least three positioning base stations, obtains the position information of the positioning identification card based on the distance from the three base stations, and obtains the relative position information of the shunting vehicle.

7. The method according to claim 6, characterized in that The formula for calculating the distance S between the transmitter and the receiver is: Where c is the speed of light.

8. The method according to claim 1, characterized in that The process of fusing the Beidou positioning data and the UWB positioning data to obtain fused positioning data includes: Inputting the Beidou positioning data and the UWB positioning data into a Kalman filter as observation values; Calculating an optimal estimate of the train position based on the Kalman filter according to the estimated value at the previous moment and the current observation value; According to the optimal estimate of the train position, the fused data is processed to obtain the fused positioning information.

9. The method according to claim 1, characterized in that After the fused positioning data is transmitted to the train, the process of issuing an alarm based on the fused positioning data and the train operation status includes: Calculate the instantaneous speed and acceleration of the servo motor based on the fused positioning information, and compare them with the speed limit to achieve speed monitoring function; According to the fused positioning information, key track positions are divided, the train position and running direction are monitored in real time, and the signal light information, shunting position, speed information and speed limit are combined to calculate the starting braking position, braking distance and parking position at the maximum speed limit. These are then compared with the real-time braking distance calculated from the real-time speed to achieve the anti-over-advance function.

10. A railway shunting speed monitoring and anti-advance system, characterized in that: include: Beidou positioning module, used to obtain the absolute position information of the train by receiving satellite signals and obtain Beidou positioning data; UWB positioning module, used to obtain the relative position information of the shunting vehicle and obtain UWB positioning data; A data fusion processing module is used to fuse the Beidou positioning data and the UWB positioning data to obtain fused positioning data; A communication module, configured to transmit the fused positioning data to the train; The alarm module is used to generate an alarm based on the fused positioning data and the train operation status.

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