Method, device and system for measuring speed and positioning of rack rail train based on multi-information fusion

Abstract

The present application relates to mountain rail transit technical field, provide a kind of based on multi-information fusion's rack train speed measurement positioning method, device and system, the method is read by the vehicle-mounted reader of setting at train bottom the encoding information of ground pulse width encoding signboard, and it is compared with the line basic data stored, realize train absolute position acquisition, simultaneously receive the count information of magnetic electric type speed sensor at gear and reflected photoelectric sensor at rack, and combine gear motor load state to determine train running state, then calculate train relative running distance and running speed, and the absolute position is fused with relative running distance, finally obtain train real-time positioning information and actual running speed, when error exceeds threshold value, issue warning and recalculate.The present application improves the precision and reliability of train positioning and speed measurement, realizes rack section train continuous, dynamic, accurate operation control, has significant engineering application value.

Description

Technical Field

[0001] This invention relates to the field of mountain rail transit technology, specifically to a method, apparatus, and system for speed measurement and positioning of cogwheel trains based on multi-information fusion. Background Technology

[0002] As an important form of mountain rail transit, rack and pinion railways utilize the meshing of gears and rail racks to transmit traction, possessing strong climbing ability and suitable for lines with steep gradients. During operation, speed and position information are key parameters for train control and ensuring operational safety. Current technologies typically employ a combination of speed sensors and ground transponders for train speed measurement and positioning on sticky sections: speed sensors detect wheel rotation speed to obtain relative displacement and velocity, while transponders provide absolute positioning as mileage correction points. This method has been applied in conventional urban rail transit and some mountain lines.

[0003] However, in rack and pinion sections, the need to lay continuous racks between the rails and the limited ground space prevent the installation of transponders in a conventional manner. Furthermore, the complex metallic environment of rack and pinion sections severely interferes with the normal operation of passive transponders, resulting in low absolute positioning accuracy. If satellite positioning is used, its anti-interference capability is poor in mountainous areas, and after entering tunnels, additional differential base stations are required; even then, its positioning accuracy is insufficient for precise stopping within stations. Therefore, providing an absolute positioning technology suitable for rack and pinion trains in rack and pinion sections is an urgent problem to be solved. Summary of the Invention

[0004] This invention provides a method, apparatus, and system for speed measurement and positioning of rack trains based on multi-information fusion, aiming to solve the problem of low absolute positioning accuracy of rack trains using traditional transponders on rack sections in the prior art.

[0005] In a first aspect, the present invention provides a method for speed measurement and positioning of rack trains based on multi-information fusion, the method comprising:

[0006] Step S1: The onboard reader installed at the bottom of the train reads the encoding information of the ground pulse width encoding signboard. The onboard safety computer determines the absolute position of the train based on the encoding information and the stored track basic data.

[0007] Step S2: The on-board safety computer receives counting information from the magnetoelectric speed sensor at the gear and the reflective photoelectric sensor at the rack, and determines whether the gear motor is unloaded or under load based on the working status of the gear motor.

[0008] Step S3: If the gear motor is in an unloaded state, it is determined that the train is running on the adhesion section; if the gear motor is in a loaded state, it is determined that the train is running on the rack and pinion section.

[0009] Step S4: Calculate the relative running distance and speed of the train on the rack track section based on the counting information;

[0010] Step S5: Fuse the absolute position with the relative running distance to obtain the real-time positioning information of the train on the rack section, and output the running speed of the train on the rack section.

[0011] Furthermore, the on-board safety computer stores the encoding information of all pulse width encoded signboards along the entire line and their corresponding precise mileage positions, which are used to compare and obtain the absolute positioning information of the train.

[0012] Furthermore, the ground pulse width coding signboard uses different slot spacings to represent binary codes, and the on-board safety computer determines the absolute position of the train by comparing the coding information with a pre-stored route database.

[0013] Furthermore, in step S2, determining whether the gear motor is under no-load or under load based on its operating status specifically includes: the on-board safety computer queries the speed, torque, and current information of the gear motor in the train control and management system through the on-board bus; if the gear motor speed is higher than a preset speed threshold but the current is lower than a preset current threshold, and the gear motor torque is lower than a preset torque threshold, then the gear motor is determined to be under no-load; otherwise, the gear motor is determined to be under load.

[0014] Furthermore, step S4, which calculates the relative travel distance of the train on the rack track based on the counting information, specifically includes:

[0015] When the on-board safety computer reads the pulse width coding signboard information, it clears the count of the magnetoelectric speed sensor and uses the reading of the pulse width coding signboard information as the starting point. Based on the number of gear teeth turned, the gear diameter, and the total number of gear teeth in the subsequent period, it calculates the first relative running distance of the train in that time period.

[0016] When the onboard safety computer reads the pulse width encoded signboard information, it clears the count of the reflective photoelectric sensor and uses the reading of the pulse width encoded signboard information as the starting point to calculate the second relative running distance of the train within that time period based on the number of rack teeth and the tooth pitch over a subsequent period.

[0017] Furthermore, in step S4, calculating the train's speed on the rack track section based on the count information specifically includes:

[0018] When the on-board safety computer reads the pulse width encoded signboard information, it clears the count of the magnetoelectric speed sensor and calculates the first running speed of the train based on the number of gear teeth rotated per unit time, the gear diameter, and the total number of gear teeth.

[0019] When the onboard safety computer reads the pulse width encoded sign information, it clears the count of the reflective photoelectric sensor and calculates the train's second operating speed based on the number of rack teeth and the tooth pitch per unit time.

[0020] Furthermore, step S5, which fuses the absolute position with the relative travel distance to obtain the train's real-time positioning information on the rack track section, specifically includes:

[0021] Calculate whether the absolute value of the difference between the first relative running distance and the second relative running distance is greater than a preset running distance error threshold. If it is greater, an alarm is triggered to prompt the train driver to perform visual driving. When the train obtains the next ground pulse width encoded marker, the relative running distance is recalculated based on this marker. If it is less than the threshold, the average of the first relative running distance and the second relative running distance is used as the actual relative running distance of the train on the rack section. The real-time positioning information of the train on the rack section is obtained based on the actual relative running distance.

[0022] Furthermore, the specific steps in step S5, including outputting the train's operating speed on the rack track, include:

[0023] Calculate whether the absolute value of the difference between the first operating speed and the second operating speed is greater than a preset speed error threshold. If it is greater, issue an alarm and terminate the calculation of the actual operating speed of the train, prompting the train driver to perform visual driving. When the train obtains the next ground pulse width encoding sign, recalculate the train's operating speed on the rack section using this sign. If it is less than the threshold, use the average of the first operating speed and the second operating speed as the actual operating speed of the train on the rack section.

[0024] Secondly, the present invention provides a speed measurement and positioning device for rack trains based on multi-information fusion, comprising:

[0025] A magnetoelectric speed sensor installed on the gear of a rack train;

[0026] A reflective photoelectric sensor is installed at the bottom of the rack train;

[0027] Pulse width coding signboards set on the ground and corresponding vehicle-mounted readers;

[0028] The magnetoelectric speed sensor, the reflective photoelectric sensor, and the vehicle-mounted reader are respectively connected to the vehicle-mounted safety computer. The vehicle-mounted safety computer is used to execute the method for speed measurement and positioning of rack and rail trains based on multi-information fusion as described above.

[0029] A train control and management system that interacts with the onboard safety computer.

[0030] Thirdly, the present invention provides a system for speed measurement and positioning of rack trains based on multi-information fusion, including the rack train speed measurement and positioning device and storage medium as described above, wherein the storage medium stores a computer program, and the computer program is used to enable the on-board safety computer to execute the rack train speed measurement and positioning method based on multi-information fusion as described above.

[0031] This invention offers the following advantages: By providing absolute positioning points through pulse width encoded markers and combining this with relative displacement calculations from gear and rack sensors, the positioning accuracy of rack trains on rack and track sections is significantly improved. Error threshold control and alarm mechanisms effectively limit cumulative errors, ensuring the accuracy of the automatic protection system's fixed-point stopping and achieving high positioning accuracy for rack trains. Multi-sensor fusion calculations of train speed keep speed measurement errors within 2.5%, enabling real-time differentiation between rack and track sections and achieving high-precision speed measurement on different sections. The onboard safety computer fuses multi-source information and combines this with TCMS gear motor load status judgment to ensure the reliability of speed measurement and positioning data. Timely alarm output when data is abnormal ensures train operation safety and assists the driver in taking necessary measures, improving system reliability and safety. Attached Figure Description

[0032] Figure 1 The flowchart shows the method for speed measurement and positioning of rack trains based on multi-information fusion according to the present invention.

[0033] Figure 2 This is a schematic block diagram of the gear train speed measurement and positioning device based on multi-information fusion according to the present invention. Detailed Implementation

[0034] To further understand the content of this invention, a detailed description of the invention is provided in conjunction with the accompanying drawings and embodiments. The specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention. It should also be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0035] like Figure 1 This embodiment provides a method for speed measurement and positioning of rack trains based on multi-information fusion, including:

[0036] Step S1: The onboard reader installed at the bottom of the train reads the encoding information of the ground pulse width encoding signboard. The onboard safety computer determines the absolute position of the train based on the encoding information and the stored track basic data.

[0037] The onboard safety computer stores the encoding information and corresponding precise mileage positions of all pulse width encoded markers along the entire line, which are used to compare and obtain the absolute positioning information of the train. The ground pulse width encoded markers use different slot spacings to represent binary codes, and the onboard safety computer determines the absolute position of the train by comparing the encoding information with the pre-stored line database.

[0038] More specifically, pulse width encoded (PWM) markers are placed on the ground beside the track. These markers transmit information through PWM codes with different slot pitches, accurately indicating the train's current position. The onboard safety computer reads the PWM code information from the markers using an onboard reader, and this information is transmitted to the computer for processing. The onboard safety computer pre-stores the PWM code information of all PWM markers along the entire line, along with their corresponding precise mileage data, forming a complete line database. During train operation, the onboard safety computer compares the received PWM code information with its stored line database to determine the train's absolute position. This comparison process is based on known PWM information and the fixed positional relationship of the ground markers, matching the read PWM information with the stored data to calculate the train's current position on the track.

[0039] In actual operation, onboard safety computers are installed at both ends of the rack train, with one set on each of a 3x2 or 2x2x2 safety computer platform. The onboard safety computers receive and process the coded information from the pulse width encoded markers in real time. When the onboard reader reads the pulse width encoded information, the onboard safety computer determines the train's current position by comparing it with the encoded data in the database and updates the train's absolute positioning information accordingly. Through this process, the onboard safety computer can obtain the train's absolute position in real time, thus providing accurate positioning data. Compared to traditional positioning methods, this method has higher accuracy and stability, effectively addressing the errors and obstruction issues inherent in traditional GPS positioning.

[0040] Furthermore, the onboard safety computer not only stores the coded information of the pulse width encoded signs but also the precise mileage location corresponding to each sign. By combining this stored mileage information with the reading results from the pulse width encoded signs, the onboard safety computer can further confirm the train's specific location and driving status. As the train passes each sign, the onboard safety computer automatically records its current position, updates the train's absolute position in real time, and performs a fusion calculation using the stored basic line data. This fusion calculation makes the train's positioning more accurate, avoiding the accumulation of errors from a single sensor and effectively solving the problems of insufficient positioning accuracy and error accumulation in conventional speed measurement and positioning methods. For example, on a line with multiple pulse width encoded signs, the pulse width encoded information read by the onboard reader will indicate the location of a sign the train has passed. By comparing this information with the database in the onboard safety computer, the train's current position is calculated. For instance, if the onboard safety computer receives the coded information "101010," this code corresponds to a sign stored in the database. The computer finds the corresponding sign location based on this code, thereby obtaining the train's absolute positioning information. Simultaneously, the onboard safety computer fuses this location with the relative position data of the train to obtain the train's real-time positioning information on the rack track. This process not only improves positioning accuracy but also allows the train's trajectory to be fed back to the driver in real time, ensuring the safe and stable operation of the train in complex track environments.

[0041] Step S2: The on-board safety computer receives counting information from the magnetoelectric speed sensor at the gear and the reflective photoelectric sensor at the rack, and determines whether the gear motor is unloaded or under load based on the working status of the gear motor.

[0042] Specifically, step S2, which involves determining whether the gear motor is under no-load or under load based on its operating status, includes the following: The onboard safety computer queries the speed, torque, and current information of the gear motor in the Train Control and Management System (TCMS) via the onboard bus. If the gear motor speed is higher than a preset speed threshold but the current is lower than a preset current threshold, and the gear motor torque is lower than a preset torque threshold, then the gear motor is determined to be under no-load; otherwise, the gear motor is determined to be under load.

[0043] More specifically, the onboard safety computer interacts with the train control and management system via the onboard bus to acquire real-time information on the geared motor's speed, torque, and current. The magnetoelectric speed sensor provides data on the number of gear rotations, while the reflective photoelectric sensor detects the relative motion of the train based on the rack's movement. The onboard safety computer combines this sensor data with the motor's operating status data, performs multiple checks, and ultimately determines the geared motor's load status.

[0044] The specific judgment steps are as follows: When the onboard safety computer obtains the speed information of the geared motor, it compares it with a preset speed threshold. If the speed of the geared motor is higher than the threshold, the onboard safety computer further queries the motor's current and torque data. If the current value is less than the preset current threshold and the torque is less than the preset torque threshold, it indicates that the geared motor is not under additional load and is in an unloaded state. At this time, the onboard safety computer determines that the train is in a friction-driven adhesion section and has not passed through a rack and pinion track section. Conversely, if the current is greater than the current threshold or the torque exceeds the torque threshold, it indicates that the geared motor is operating under a working load, and the onboard safety computer determines that the train is in a rack and pinion track section, and the gear drive system is transmitting traction under load.

[0045] This judgment process combines real-time status information from the geared motor, enabling the onboard safety computer to accurately distinguish whether the train is moving under no-load conditions using friction or under load conditions using the rack and pinion system to transmit traction. This judgment method, based on the fusion of motor status and sensor data, is more stable and accurate than relying on data from a single sensor. By comprehensively judging multiple parameters such as speed, torque, and current, it avoids misjudgments that may occur when relying on a single data point, ensuring the accuracy of train operation status judgment. For example, in the operation of a rack and pinion train, the onboard safety computer monitors the working status of the geared motor in real time. When the motor is under no-load conditions, the onboard safety computer can accurately identify that the train is moving under friction on the track section without relying on the rack and pinion system. This judgment allows the system to switch between different operating modes and accurately calculate parameters such as the train's real-time speed and position. If the system misjudges the motor status, it may lead to errors in the train's positioning and speed calculations on different track sections, thus affecting safety. In this way, through multiple cross-validations of the geared motor's working status and sensor data, this potential technical problem is solved, improving the system's reliability and accuracy. Through this effective combination and logical judgment of data, the onboard safety computer can efficiently and accurately determine the train's operating mode, providing accurate basic data for subsequent calculations of parameters such as speed and distance. This further improves the stability of the train positioning system, enhances the smoothness of transitions between different track sections, and reduces errors caused by single sensor data.

[0046] Step S3: If the gear motor is in an unloaded state, it is determined that the train is running on the adhesion section; if the gear motor is in a loaded state, it is determined that the train is running on the rack and pinion section.

[0047] Specifically, in step S2, the onboard safety computer has already obtained the working status information of the geared motor. By analyzing the motor speed, torque, and current, it determines whether the motor is in an unloaded or loaded state. Then, it directly maps the determination result to the determination of the train's operating mode. If the motor is in an unloaded state, the onboard safety computer determines that the train is running on an adhesive section. At this time, the gear does not participate in traction, and the train is mainly driven by wheel-rail friction. If the motor is in a loaded state, it determines that the train is running on a rack and pinion section. At this time, the gear meshes with the rack and pinion, and the geared motor transmits traction force. The train's movement mode is different from that of the adhesive section.

[0048] When sensor counts change and the geared motor is under load, the onboard safety computer fuses these counts with pre-stored track data to calculate the train's relative running distance and speed on the geared track section. Simultaneously, it marks the current mode as the geared track section mode for subsequent positioning and speed determination. When the motor is unloaded, even if sensor counts change, the onboard safety computer marks the mode as the stuck section mode. In this case, the geared motor is unloaded, and the train control and management system determines the magnetoelectric speed sensor information is invalid. Conversely, when the geared motor is under load, the train control and management system determines the magnetoelectric speed sensor information is valid. When the train is on a stuck section, speed sensors combined with ground transponders are typically used for train speed measurement and positioning; this is existing technology and will not be elaborated upon further in this embodiment.

[0049] By reading the pulse width encoded indicator information and comparing it with the stored basic track data, the onboard safety computer can accurately calculate the train's absolute position and achieve real-time speed measurement and positioning. This technical solution, by integrating multiple types of information, solves the problems of insufficient positioning accuracy and error accumulation in existing technologies, effectively improving the train's precise positioning capability in complex operating environments and ensuring the safe operation of the train.

[0050] Step S4: Calculate the relative running distance and speed of the train on the rack track based on the counting information.

[0051] Specifically, step S4, which calculates the relative running distance of the train on the rack section based on the count information, includes: when the onboard safety computer reads the pulse width coding sign information, it resets the count of the magnetoelectric speed sensor, and using the read pulse width coding sign information as the starting point, it calculates the first relative running distance of the train within a certain time period based on the number of gear teeth rotated, the gear diameter, and the total number of gear teeth over a subsequent period; when the onboard safety computer reads the pulse width coding sign information, it resets the count of the reflective photoelectric sensor, and using the read pulse width coding sign information as the starting point, it calculates the second relative running distance of the train within a certain time period based on the number of rack teeth and the tooth pitch over a subsequent period. Step S4, calculating the train's running speed on the rack section based on the count information, specifically includes: when the onboard safety computer reads the pulse width encoding sign information, it clears the count of the magnetoelectric speed sensor and calculates the train's first running speed based on the number of gear teeth rotated per unit time, the gear diameter, and the total number of gear teeth; when the onboard safety computer reads the pulse width encoding sign information, it clears the count of the reflective photoelectric sensor and calculates the train's second running speed based on the number of rack teeth and the tooth pitch per unit time.

[0052] More specifically, when the onboard safety computer reads the information from the ground pulse width encoded signboard, it resets the counts of both sensors to zero. Using the signboard position as a reference starting point, it then accumulates the count values ​​of the magnetoelectric speed sensor and the reflective photoelectric sensor in each counting cycle. The magnetoelectric speed sensor records the number of teeth rotations of the train gear per unit time. The onboard safety computer converts the number of teeth into the distance the train travels along the track based on the gear diameter and module. Simultaneously, the reflective photoelectric sensor detects the number of tooth tips or grooves on the rack and, combined with the rack tooth pitch, converts the count information into the relative displacement of the train along the track.

[0053] In this embodiment, the formula for calculating the first relative distance between the trains is as follows:

[0054]

[0055] In the formula, This is the first relative running distance of the train; For the pulse count after the magnetoelectric speed sensor returns to zero; The pitch circle diameter of the gear is in mm. This represents the total number of teeth on the gear; the 1000 in the denominator is to... The unit is converted to meters; n-1 represents the number of backlash (or tooth tip) intervals traversed between the first pulse and the nth pulse; π×(n-1)d / z calculates the pitch circle circumference corresponding to the gear turning through (n-1) teeth. In the above formula, the first relative distance of the train is obtained by counting the distance of gear transmission after the magnetoelectric speed sensor returns to zero.

[0056] In this embodiment, the formula for calculating the second relative distance between the trains is as follows:

[0057]

[0058] In the formula, This is the second relative running distance of the train; The counting is performed after the reflective photoelectric sensor of the rack is reset to zero; The pitch of the rack is in mm. This represents the number of backlash (or tooth tip) intervals traversed between the first pulse and the m-th pulse, used to calculate the accurate distance; the 1000 in the denominator is to... The unit is converted to meters. In the above formula, the second relative distance of the train is obtained by counting the distance of the rack and pinion transmission after the reflective photoelectric sensor returns to zero.

[0059] In terms of operating speed calculation, the onboard safety computer converts the count changes of the two types of sensors per unit time into the instantaneous or average speed of the train, based on the gear diameter, module, and rack pitch. The magnetoelectric speed sensor provides the speed information of gear rotation, and the reflective photoelectric sensor provides the speed information corresponding to rack displacement, thereby obtaining the train's first operating speed and second operating speed.

[0060] In this embodiment, the formula for calculating the first operating speed of the train is as follows:

[0061]

[0062] In the formula, For train The first operating speed within the time period; After the magnetoelectric speed sensor for the gear is zeroed Counting within a time period; is the diameter of the gear, in mm; z is the total number of teeth on the gear; 3.6 in the numerator is to convert the speed unit from "meters per second" to "kilometers per hour"; 1000 in the denominator is to... The unit is converted to meters. In the above formula, the first running speed of the train is obtained by counting the distance of gear transmission after the magnetoelectric speed sensor returns to zero and comparing it with the corresponding time.

[0063] In this embodiment, the formula for calculating the second train operating speed is as follows:

[0064]

[0065] In the formula, For train The second operating speed within the time period; After the reflective photoelectric sensor of the rack is zeroed Counting within a time period; The pitch of the rack is the distance between the tooth tips or the tooth grooves, in mm; the 3.6 in the numerator is to convert the speed unit from "meters per second" to "kilometers per hour"; the 1000 in the denominator is to... The unit is converted to meters. In the above formula, the second running speed of the train is obtained by counting the distance of the rack and pinion relative to the transmission after the reflective photoelectric sensor returns to zero, and then using the ratio of the corresponding time.

[0066] When the train enters the rack and pinion section, a magnetoelectric speed sensor records the continuous rotation of the gears, while a reflective photoelectric sensor records the number of times the rack tooth tips pass by. The onboard safety computer combines these two types of counting information with gear and rack parameters to calculate the relative running distance. Simultaneously, it converts the unit-time count into speed and compares it with the position of the pulse-width encoded marker, forming a continuous, real-time train positioning and speed information stream. This multi-source information fusion processing logic achieves a close correspondence between counting information, distance calculation, speed calculation, and absolute mileage data, making the real-time positioning and speed measurement of the train on the rack and pinion section more reliable, improving positioning accuracy and operational safety, and effectively solving the problem that traditional rack and pinion train systems cannot obtain accurate absolute position and speed on continuous rack and pinion sections.

[0067] Step S5: Fuse the absolute position with the relative running distance to obtain the real-time positioning information of the train on the rack section, and output the running speed of the train on the rack section.

[0068] Specifically, step S5, which fuses the absolute position with the relative running distance to obtain the real-time positioning information of the train on the rack section, includes: calculating whether the absolute value of the difference between the first relative running distance and the second relative running distance is greater than a preset running distance error threshold. If it is greater, an alarm is triggered to prompt the train driver to perform visual driving. When the train obtains the next ground pulse width encoded marker, the relative running distance is recalculated based on this marker. If it is less than the threshold, the average of the first relative running distance and the second relative running distance is used as the actual relative running distance of the train on the rack section, and the real-time positioning information of the train on the rack section is obtained based on the actual relative running distance. Step S5, which outputs the train's operating speed on the rack section, specifically includes: calculating whether the absolute value of the difference between the first operating speed and the second operating speed is greater than a preset speed error threshold. If it is greater, an alarm is issued and the calculation of the train's actual operating speed is terminated, prompting the train driver to perform visual driving. When the train obtains the next ground pulse width encoding sign, the train's operating speed on the rack section is recalculated using this sign. If it is less than the threshold, the average of the first operating speed and the second operating speed is used as the train's actual operating speed on the rack section.

[0069] More specifically, after the train enters the rack section, the onboard safety computer obtains the train's absolute position based on the information from the ground pulse width encoded markers. Using this position as a reference point, the counts of the magnetoelectric speed sensor and the reflective photoelectric sensor are reset to zero. Subsequently, the count information of the two types of sensors is accumulated within a counting cycle to obtain the relative running distance of the train. The onboard safety computer calculates the first relative running distance and the second relative running distance respectively, and compares whether the absolute value of the difference between the two exceeds a preset running distance error threshold. If the difference is less than the threshold, the average of the two is taken as the actual relative running distance of the train on the rack section, and the real-time positioning information of the train is updated in conjunction with the absolute position data, thereby ensuring that the correspondence between relative displacement and absolute mileage data is accurate and reliable. If the difference exceeds the threshold, the system issues an alarm to prompt the driver to drive visually, and recalculates the relative running distance when the train reaches the next pulse width encoded marker. This ensures the continuity of train positioning and avoids positioning deviations caused by single sensor errors or sudden events, demonstrating the synergistic effect of multi-information fusion.

[0070] In this embodiment, the determination is made by the onboard safety computer. Is it greater than the threshold? If the value is greater than 0, an alarm is triggered and the calculation of the train's relative position is terminated; if the value is less than 0, an output is generated. This represents the relative running distance between the trains. Considering that the maximum positional error of a train during automatic protective fixed-point stopping (e.g., bidirectional operation) is no greater than 0.5m, the error threshold is set... The value is 0.5m. When At 0.5m, the train control and management system will issue an alarm to the driver. The driver can manually end the alarm and proceed with visual operation. When the train acquires the next marker, it will recalculate the train's relative position based on that marker. At this time, the train control and management system outputs the relative running distance of the train as follows: If the sum of the train's absolute position and relative running distance is calculated, the train's positioning can be obtained. At this point, the train can choose to stop automatically.

[0071] In terms of speed calculation, the onboard safety computer converts the count changes of the magnetoelectric speed sensor and the reflective photoelectric sensor per unit time into the instantaneous or average speed of the train on the rack track. The system compares the absolute value of the difference between the first running speed and the second running speed. If it does not exceed the preset speed error threshold, the average value is used as the actual running speed of the train, ensuring that the speed information is consistent with the relative running distance and absolute position, and ensuring a reliable reflection of the train's motion status. If the difference exceeds the threshold, the current speed calculation is terminated and an alarm is issued. At the same time, the speed is recalculated when the train obtains information from the next sign, thereby realizing dynamic correction between the calculated train speed and the actual motion status.

[0072] In this embodiment, the determination is made by the onboard safety computer. Is it greater than the threshold? If the value is greater than the target value, an alarm will be triggered to alert the driver, and the calculation of train speed will be stopped. The driver can manually end the alarm and perform visual operation. When the train obtains the next target sign, the train speed will be recalculated based on that target sign. If the value is less than the target value, the output will be... For train The average operating speed over a given time period is used to determine the train's speed. At this point, the train can choose to stop automatically. In this embodiment, to ensure precise control of the train's speed, the train speed measurement error should be less than 2.5%. ,Right now This multi-source data fusion processing method can effectively eliminate the impact of single sensor errors on positioning and speed, improve train operation safety and control reliability, and is applicable to the actual operation scenarios of rack trains in mountain rail transit systems.

[0073] In this embodiment, when the train enters the rack and pinion section, a magnetoelectric speed sensor records the gear rotation, and a reflective photoelectric sensor records the number of times the rack tooth tip passes through. The onboard safety computer calculates the relative running distance between the two and fuses it with the absolute position data to obtain the real-time position of the train on the track. Simultaneously, the train speed is calculated by counting changes per unit time and checked against an error threshold. If the speed does not exceed the threshold, the average value is output as the actual speed; if the speed exceeds the threshold, an alarm is triggered and the calculation is recalculated at the next marker, achieving dynamic, continuous, and reliable control of train positioning and speed calculation. This multi-source data fusion processing method can effectively eliminate the influence of single sensor errors on positioning and speed, improve train operation safety and control reliability, and is applicable to the actual operation scenario of rack and pinion trains in mountain rail transit systems.

[0074] Secondly, please refer to Figure 2 The speed measurement and positioning device for rack trains based on multi-information fusion in this application embodiment includes:

[0075] A magnetoelectric speed sensor installed on the gear of a rack train;

[0076] A reflective photoelectric sensor is installed at the bottom of the rack train;

[0077] Pulse width coding signboards set on the ground and corresponding vehicle-mounted readers;

[0078] The magnetoelectric speed sensor, the reflective photoelectric sensor, and the vehicle-mounted reader are respectively connected to the vehicle-mounted safety computer. The vehicle-mounted safety computer is used to execute the method for speed measurement and positioning of rack and rail trains based on multi-information fusion as described above.

[0079] The Train Control and Management System (TCMS) interacts with the onboard safety computer.

[0080] Thirdly, the present invention provides a system for speed measurement and positioning of rack trains based on multi-information fusion, including the rack train speed measurement and positioning device and storage medium as described above, wherein the storage medium stores a computer program, the computer program being used to cause the on-board safety computer to execute the rack train speed measurement and positioning method based on multi-information fusion as described above.

[0081] This invention achieves real-time positioning and speed measurement of trains on rack and pinion tracks by fusing the absolute position information from ground pulse width encoded markers with the relative count information from the magnetoelectric speed sensor at the gear and the reflective photoelectric sensor at the rack. The technical solution dynamically determines the train's operating status on either the adhesion section or the rack and pinion track based on sensor counts and gear motor load status. Combined with the fusion logic of absolute position and relative travel distance, it effectively eliminates the impact of single sensor errors or sudden conditions on positioning and speed calculations, ensuring the continuity and accuracy of train positioning. By determining the error threshold for the difference between the two types of relative travel distances and speeds, the system can promptly issue alarms and prompt visual inspection when anomalies occur or exceed preset ranges. Simultaneously, it recalculates at the next marker, achieving dynamic correction and safety redundancy, ensuring the reliability and safety of the train control system. This technical solution effectively couples the train's absolute position and relative motion information. Its positioning accuracy meets the requirements for automatic protection and fixed-point stopping of rack and pinion trains in mountainous rail transit scenarios, and the speed measurement error is controlled within a safe threshold range, improving the safety and reliability of train operation. Meanwhile, this solution eliminates the need to install traditional passive transponders on the rack rail section, making it highly adaptable and capable of stable operation under different terrain and track conditions. It enables rack rail trains to obtain high-precision positioning and speed information on continuous rack rail sections, solving the problems of difficult positioning and inaccurate speed measurement in existing technologies. It has significant engineering application value and promotion potential.

[0082] The above description is merely a specific implementation of this specification. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the scope of protection of this specification is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this specification, and these modifications or substitutions should all be covered within the scope of protection of this specification.

Claims

1. A method for speed measurement and positioning of rack trains based on multi-information fusion, characterized in that, include: Step S1: The onboard reader installed at the bottom of the train reads the encoding information of the ground pulse width encoding signboard. The onboard safety computer determines the absolute position of the train based on the encoding information and the stored track basic data. Step S2: The vehicle safety computer receives counting information from the magnetoelectric speed sensor at the gear and the reflective photoelectric sensor at the rack, and determines whether the gear motor is unloaded or loaded based on the working status of the gear motor. If the gear motor speed is higher than the preset speed threshold but the current is lower than the preset current threshold and the gear motor torque is lower than the preset torque threshold, then the gear motor is determined to be unloaded. Otherwise, the gear motor is determined to be under load. Step S3: If the gear motor is in an unloaded state, it is determined that the train is running on the adhesion section; if the gear motor is in a loaded state, it is determined that the train is running on the rack and pinion section. Step S4: Calculate the relative running distance and speed of the train on the rack section based on the counting information; wherein, when the on-board safety computer reads the pulse width encoded signboard information, it clears the count of the magnetoelectric speed sensor, and uses the reading of the pulse width encoded signboard information as the starting point, calculates the first relative running distance of the train within a time period based on the number of gear teeth rotated, the gear diameter, and the total number of gear teeth within a subsequent time period; when the on-board safety computer reads the pulse width encoded signboard information, it clears the count of the reflective photoelectric sensor, and uses the reading of the pulse width encoded signboard information as the starting point, calculates the second relative running distance of the train within a time period based on the number of rack teeth and the tooth pitch within a subsequent time period; The calculation of the train's running speed on the rack and pinion section specifically includes: when the onboard safety computer reads the pulse width encoded signboard information, it clears the count of the magnetoelectric speed sensor and calculates the train's first running speed based on the number of gear teeth rotated per unit time, the gear diameter, and the total number of gear teeth; when the onboard safety computer reads the pulse width encoded signboard information, it clears the count of the reflective photoelectric sensor and calculates the train's second running speed based on the number of rack teeth and the tooth pitch per unit time. Step S5: Fuse the absolute position with the relative running distance to obtain the real-time positioning information of the train on the rack section, and output the running speed of the train on the rack section; specifically, calculate whether the absolute value of the difference between the first relative running distance and the second relative running distance is greater than a preset running distance error threshold. If it is greater, an alarm is triggered to prompt the train driver to perform visual driving. When the train obtains the next ground pulse width encoded marker, the relative running distance is recalculated based on this marker. If it is less than the threshold, the average of the first relative running distance and the second relative running distance is used as the actual relative running distance of the train on the rack section, and the real-time positioning information of the train on the rack section is obtained based on the actual relative running distance. Calculate whether the absolute value of the difference between the first operating speed and the second operating speed is greater than a preset speed error threshold. If it is greater, issue an alarm and terminate the calculation of the actual operating speed of the train, prompting the train driver to perform visual driving. When the train obtains the next ground pulse width encoding sign, recalculate the train's operating speed on the rack section using this sign. If it is less than the threshold, use the average of the first operating speed and the second operating speed as the actual operating speed of the train on the rack section.

2. The method for speed measurement and positioning of rack trains based on multi-information fusion as described in claim 1, characterized in that, The onboard safety computer stores the encoding information and corresponding precise mileage positions of all pulse width encoded signboards along the entire line, which are used to compare and obtain the absolute positioning information of the train.

3. The method for speed measurement and positioning of rack trains based on multi-information fusion as described in claim 1, characterized in that, The ground pulse width coding signboard uses different slot spacings to represent binary codes, and the on-board safety computer determines the absolute position of the train by comparing the coding information with a pre-stored route database.

4. The method for speed measurement and positioning of rack trains based on multi-information fusion as described in claim 1, characterized in that, The onboard safety computer queries the speed, torque, and current information of the gear motors in the train control and management system via the onboard bus.

5. The method for speed measurement and positioning of rack trains based on multi-information fusion as described in claim 1, characterized in that, The operating distance error threshold is 0.5m.

6. The method for speed measurement and positioning of rack trains based on multi-information fusion according to claim 1, characterized in that, The speed error threshold is 2.5%.

7. A device for speed measurement and positioning of rack trains based on multi-information fusion, characterized in that, include: A magnetoelectric speed sensor installed on the gear of a rack train; A reflective photoelectric sensor is installed at the bottom of the rack train; Pulse width coding signboards set on the ground and corresponding vehicle-mounted readers; The magnetoelectric speed sensor, the reflective photoelectric sensor, and the vehicle-mounted reader are respectively connected to the vehicle-mounted safety computer, and the vehicle-mounted safety computer is used to execute the method for speed measurement and positioning of rack and rail trains based on multi-information fusion as described in any one of claims 1 to 6. A train control and management system that interacts with the onboard safety computer.

8. A system for speed measurement and positioning of rack trains based on multi-information fusion, characterized in that, The device and storage medium as described in claim 7 are included, wherein the storage medium stores a computer program for causing the on-board safety computer to execute the method for speed measurement and positioning of a rack train based on multi-information fusion as described in any one of claims 1 to 6.

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