A switch device for train assisted positioning

Abstract

The utility model relates to rail transit technical field provides a switch device for train auxiliary positioning. The switch device for train auxiliary positioning includes sensor assembly, installs in train body bottom and is towards track, sensor assembly includes first proximity switch group, second proximity switch group, third proximity switch group and processing unit. First proximity switch group detects the output first signal of transponder downward, second proximity switch group detects the output second signal of switch rail metal structure downward, third proximity switch group detects the output third signal of guard rail or wing rail towards both sides. Processing unit receives three way signals, when entering switch region, shield the identification of transponder corresponding first signal, generates position correction information in combination with prestorage map, outputs to vehicle positioning system and completes correction, can high accuracy, low cost, ground reconstruction free realization positioning correction, suppresses positioning drift and provides stable reference for SLAM system.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and in particular to a switch device for train auxiliary positioning. Background Technology

[0002] In automatic driving and active obstacle recognition systems for rail transit trains, inertial sensors and speedometers are typically used in conjunction with visual SLAM (Simultaneous Localization and Mapping) or laser SLAM to achieve train localization and map matching. Inertial sensors and speedometers acquire train position and attitude information through continuous integration calculations; however, long-term operation leads to accumulated errors, causing the localization results to deviate significantly with increasing distance traveled. Visual SLAM and laser SLAM rely on environmental features for localization, but rail transit tunnels and track sections have high scene similarity and sparse effective features, making them prone to feature mismatches and localization drift, thus making it difficult to consistently provide stable and reliable localization results.

[0003] All of the aforementioned positioning methods suffer from error accumulation and drift, requiring position correction based on fixed locations during operation. Existing positioning correction methods largely rely on dedicated ground equipment, which suffers from high deployment costs, significant modification difficulties, and insufficient coverage density, making it difficult to provide stable and dense absolute position references throughout the train's journey. Furthermore, the close proximity of some facilities along the track and the potential for signal confusion can lead to target misjudgment, further reducing the accuracy of positioning correction. This prevents the provision of a continuous and reliable positioning correction benchmark for the SLAM system, impacting train positioning accuracy and the reliability of obstacle recognition. Utility Model Content

[0004] This invention provides a switching device for train auxiliary positioning, which solves the defects of existing technology such as large train positioning drift, easy target misjudgment, and inability to provide stable correction points for SLAM. It achieves high-precision, high-reliability, low-cost train positioning correction without ground modification, effectively suppresses positioning drift and provides a stable positioning reference for SLAM system.

[0005] This utility model provides a switching device for train auxiliary positioning, comprising: A sensor assembly, which is fixedly mounted on the bottom of the train body and arranged facing the track; The sensor assembly includes: At least one first proximity switch group is arranged downward along the centerline of the track to detect transponders deployed on the track and output a first switch signal; At least one set of second proximity switches is arranged downward along the centerline of the track to detect the metal structure of the turnout rail in the turnout area and output a second switch signal; At least one third proximity switch group is arranged facing both sides of the track area to detect the guard rail or wing rail structure in the turnout area and output a third switch signal; The processing unit has its signal input terminal electrically connected to the signal output terminals of the first proximity switch group, the second proximity switch group, and the third proximity switch group, respectively, and receives the first switch signal, the second switch signal, and the third switch signal in real time.

[0006] According to the present invention, a switching device for train auxiliary positioning is provided, wherein the first proximity switch group includes at least one diffuse reflection photoelectric proximity switch for detecting the housing of the transponder; the second proximity switch group and the third proximity switch group each include at least one inductive proximity switch for detecting the turnout rail, guard rail or wing rail structure.

[0007] According to the present invention, a switching device for train auxiliary positioning is provided, wherein the inductive proximity switches of the third proximity switch group are arranged on both sides of the sensor assembly, and their detection axis is inclined to the outside of the track, for detecting the guard rail or wing rail structure located on both sides of the main track.

[0008] According to the present invention, a switching device for train auxiliary positioning is provided, wherein the inductive proximity switch of the second proximity switch group is arranged in the central area of ​​the sensor assembly, and its detection axis is perpendicular to the track plane. It is used to identify the metal structure of the turnout rail directly below when the train passes through the turnout area, so as to distinguish it from the transponder, thereby triggering the shielding of the first switch signal.

[0009] According to the present invention, a switching device for train auxiliary positioning is provided, wherein each of the first proximity switch group, the second proximity switch group and the third proximity switch group includes at least two proximity switches arranged in an array.

[0010] According to the present invention, a switch device for train auxiliary positioning is provided, wherein the sensor assembly is a sealed housing structure, and the first proximity switch group, the second proximity switch group and the third proximity switch group are all fixedly embedded inside the sealed housing. The bottom and side of the sealed housing are respectively provided with detection and avoidance windows.

[0011] According to the present invention, a switching device for train auxiliary positioning is provided, wherein a fixed vertical detection distance is maintained between the first proximity switch group and the top surface of the transponder housing.

[0012] According to the present invention, a switching device for train auxiliary positioning is provided, wherein the inductive proximity switch of the third proximity switch group has a fixed horizontal detection distance reserved between it and the guard rail or wing rail.

[0013] According to the present invention, a switching device for train auxiliary positioning is provided, wherein the first proximity switch group, the second proximity switch group, and the third proximity switch group are electrically connected to the processing unit via shielded cables.

[0014] According to the present invention, a switching device for train auxiliary positioning is provided, wherein the processing unit includes a storage module, and the storage module pre-stores an electronic map containing precise location information of the transponder and the turnout area.

[0015] This utility model provides a switch device for train auxiliary positioning. By fixing a sensor assembly at the bottom of the train body, track feature detection can be completed using only on-board equipment. No additional auxiliary equipment needs to be added to the track side, and no ground power supply or communication modifications are required. Therefore, positioning correction is achieved without ground modifications and at low cost.

[0016] Secondly, by detecting the transponder using the first proximity switch group, detecting the metal structure of the turnout rail using the second proximity switch group, and detecting the guard rail or wing rail structure using the third proximity switch group, the inherent characteristic points of the track can be accurately identified. At the same time, by using the second switch signal to trigger the identification and judgment of the shielded first switch signal, misjudgment of the turnout area and the transponder can be avoided, significantly improving the reliability of detection and positioning.

[0017] Based on the known map locations of the transponder and turnout areas, position correction information is generated and output to the on-board positioning system. This information can suppress the cumulative errors and positioning drift caused by inertial positioning and SLAM positioning in real time. By providing absolute position references through discrete and reliable track feature points, it can provide stable and high-confidence positioning references for visual SLAM or laser SLAM systems, thereby achieving high-precision train positioning correction. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a bottom view of the switch device for train auxiliary positioning provided by this utility model.

[0020] Figure 2This is a front view of the switch device for train auxiliary positioning provided by this utility model.

[0021] Figure 3 This is a side view of the switch device for train auxiliary positioning provided by this utility model.

[0022] Figure 4 This is one of the schematic diagrams showing the connection between the switch device and the train body provided by this utility model.

[0023] Figure 5 This is the second schematic diagram showing the connection between the switch device and the train body provided by this utility model.

[0024] Figure 6 This is one of the schematic diagrams showing the matching positions of the transponder and sensor assembly provided by this utility model.

[0025] Figure 7 This is the second schematic diagram showing the matching position of the transponder and sensor assembly provided by this utility model.

[0026] Figure 8 This is a schematic diagram showing the cooperation position between the sensor assembly and the guard rail or wing rail structure provided by this utility model.

[0027] Figure 9 This is a schematic diagram showing the cooperation position of the sensor assembly provided by this utility model with the guard rail or wing rail structure and the turnout rail metal structure.

[0028] Figure 10 This is a schematic diagram showing the mating position of the sensor assembly and the turnout rail metal structure provided by this utility model.

[0029] Figure label: 100. The train itself; 200. Transponder; 300. Track; 310. Steel rail; 320. Cement sleeper; 330. Guard rail or wing rail structure; 340. Turnout rail metal structure; 400. Sensor assembly; 410. First proximity switch group; 420. Second proximity switch group; 430. Third proximity switch group; A. Inductive proximity switch; B. Diffuse reflection photoelectric proximity switch. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0031] The following is combined Figures 1 to 10 This invention describes a switch device for train auxiliary positioning.

[0032] In the embodiments of this utility model, such as Figures 1 to 3 As shown, a switching device for train auxiliary positioning is provided. The device includes a sensor assembly 400, which is fixedly installed on the bottom of the train body 100 and arranged facing the track 300. The sensor assembly 400 includes at least one first proximity switch group 410, at least one second proximity switch group 420, at least one third proximity switch group 430, and a processing unit. The first proximity switch group 410 is arranged downward along the centerline of the track 300 and is used to detect transponders 200 deployed on the track 300 and output a first switching signal. The second proximity switch group 420 is arranged downward along the centerline of the track 300. The system is configured to detect the metal structure 340 of the turnout rail in the turnout area and output a second switch signal; a third proximity switch group 430 is arranged facing both sides of the track 300 to detect the guard rail or wing rail structure 330 in the turnout area and output a third switch signal; the signal input terminal of the processing unit is electrically connected to the signal output terminals of the first proximity switch group 410, the second proximity switch group 420 and the third proximity switch group 430 respectively, and receives the first switch signal, the second switch signal and the third switch signal in real time; when it is determined that the train has entered the turnout area according to the second switch signal, the recognition and determination of the transponder 200 by the first switch signal is blocked.

[0033] Specifically, the processing unit is used to generate position correction information based on the first switch signal, the second switch signal and the third switch signal after shielding, combined with the known positions of the transponder 200 and the turnout area in the pre-stored map; and output the position correction information to the on-board positioning system to correct the train positioning result.

[0034] It should be noted that the track 300 infrastructure in this application mainly includes conventional components of track 300 such as steel rails 310, cement sleepers 320, guard rails, wing rails, and turnout rail metal structures 340. The materials, shapes, and layouts of the above-mentioned structural components differ, and can be adapted to the differentiated detection and identification requirements of each proximity switch group in this solution.

[0035] The sensor assembly 400 is fixedly installed at the bottom of the train body 100 and faces the track 300. It is used to perform stable, non-contact detection of the track 300 and track-related feature components during train operation, ensuring that the detection area and detection distance remain consistent, and providing a reliable detection basis for positioning correction.

[0036] The sensor assembly 400 includes at least one first proximity switch group 410, which is arranged downward along the centerline of the track 300. It is used to detect the transponders 200 deployed on the track 300 and output a first switch signal to identify the preset absolute positioning reference point of the track 300 and provide the train with a reference position signal that can be used for correction.

[0037] The sensor assembly 400 also includes at least one second proximity switch group 420. The second proximity switch group 420 is arranged downward along the center line of the track 300 and is used to detect the turnout rail metal structure 340 in the turnout area and output a second switch signal to identify whether the train has entered the turnout area, providing a trigger basis for subsequent shielding logic and avoiding interference from the turnout metal structure to target identification.

[0038] The sensor assembly 400 also includes at least one third proximity switch group 430, which is arranged facing both sides of the track 300 to detect the guard rail or wing rail structure 330 in the turnout area and output a third switch signal to further confirm the turnout area from the side, thereby improving the accuracy and redundancy of turnout identification.

[0039] The signal input terminal of the processing unit is electrically connected to the signal output terminals of the first proximity switch group 410, the second proximity switch group 420 and the third proximity switch group 430 respectively, and receives the first switch signal, the second switch signal and the third switch signal in real time to realize the synchronous acquisition and real-time processing of multiple detection signals, and ensure the timeliness and consistency of positioning judgment.

[0040] The processing unit is used to shield the identification of the transponder 200 by the first switch signal when the train is determined to have entered the turnout area based on the second switch signal, thereby preventing metal components in the turnout area from being mistakenly identified as transponders 200 and improving the reliability of the identification results.

[0041] The processing unit is used to generate position correction information based on the first switch signal, the second switch signal and the third switch signal after shielding, combined with the known positions of the transponder 200 and the turnout area in the pre-stored map, so as to form a high-confidence correction basis by utilizing the determined absolute position in the line, and provide an accurate reference for the vehicle positioning system.

[0042] The processing unit is used to output position correction information to the on-board positioning system to correct the train positioning results, thereby suppressing the cumulative error and positioning drift of the on-board positioning system, improving the train positioning accuracy, and providing a stable absolute position reference for the vision or laser SLAM system.

[0043] This application achieves positioning correction with no ground modification and low cost by fixing a sensor assembly 400 to the bottom of the train body 100. The sensor assembly 400 is fixedly installed at the bottom of the train body 100, and the feature detection of the track 300 can be completed by relying solely on the on-board equipment. No auxiliary equipment needs to be added to the side of the track 300, and no ground power supply and communication modifications are required.

[0044] Secondly, by detecting the transponder 200 through the first proximity switch group 410, detecting the turnout rail metal structure 340 through the second proximity switch group 420, and detecting the guard rail or wing rail structure 330 through the third proximity switch group 430, the inherent feature points of the track 300 can be accurately identified. At the same time, by using the second switch signal to trigger the identification and judgment of the shielded first switch signal, misjudgment of the turnout area and the transponder 200 can be avoided, significantly improving the reliability of detection and positioning.

[0045] Based on the known map positions of the transponder 200 and the turnout area, position correction information is generated and output to the on-board positioning system. This can suppress the cumulative error and positioning drift caused by inertial positioning and SLAM positioning in real time. By providing absolute position reference through discrete and reliable track feature points 300, a stable and high-confidence positioning reference can be provided for visual SLAM system or laser SLAM system, thereby achieving high-precision train positioning correction.

[0046] Reference Figure 1 The first proximity switch group 410 includes at least one diffuse reflection photoelectric proximity switch B for detecting the housing of the transponder 200; the second proximity switch group 420 and the third proximity switch group 430 each include at least one inductive proximity switch A for detecting the turnout rail, guard rail or wing rail structure 330.

[0047] Understandably, the diffuse reflection photoelectric proximity switch B possesses the characteristics of non-contact detection, resistance to ambient light interference, and fast response speed. Choosing it as the core detection element of the first proximity switch group 410 enables stable and accurate identification of the plastic casing of the transponder 200 deployed on the track 300. By detecting this fixed feature of the transponder 200 casing, it can quickly determine whether the train has passed a preset discrete positioning point, providing an absolute position reference signal for the train. Simultaneously, relying on its diffuse reflection detection principle, it can effectively adapt to different lighting and material differences in the track 300 environment, improving the reliability and sensitivity of transponder 200 detection. It should be noted that the diffuse reflection photoelectric proximity switch can detect both metallic and non-metallic objects simultaneously. Since the position and height of the turnout rail are close to the position and height of the transponder 200 casing, the second proximity switch group 420 is needed to detect metallic objects for shielding.

[0048] Inductive proximity switch A is specifically designed for metal material detection, offering advantages such as high detection accuracy and resistance to oil and dust interference. It is applied to the second proximity switch group 420 and the third proximity switch group 430, accurately identifying metal structures such as turnout rails, guard rails, and wing rails in the turnout area. The second proximity switch group 420 detects the turnout rail metal structure 340 using inductive proximity switch A, quickly determining whether a train has entered the turnout area, providing a core trigger basis for subsequent shielding logic. The third proximity switch group 430 detects the guard rail or wing rail structure 330 from the side using inductive proximity switch A, forming redundant detection with the second proximity switch group 420. This double confirmation of the train's entry into the turnout area improves the accuracy and redundancy of turnout area identification, avoids detection errors caused by the failure of a single sensor, and ensures the reliability of positioning correction.

[0049] Reference Figure 1 , Figure 2 , Figure 9 and Figure 10 The inductive proximity switch A of the third proximity switch group 430 is arranged on both sides of the sensor assembly 400, and its detection axis is inclined to the outside of the track 300 to detect the guard rail or wing rail structure 330 located on both sides of the main line of the track 300.

[0050] Understandably, arranging the inductive proximity switch A on both sides of the sensor assembly 400 and tilting the detection axis towards the outside of the track 300 allows the detection area to accurately cover the spatial location of the guard rails or wing rails on both sides of the main line of track 300, matching the actual layout of the guard rails and wing rails, thus ensuring effective detection of the turnout area features. The tilted detection axis expands the lateral detection coverage, avoids interference from the main line rail 310, and more stably identifies the unique guard rail or wing rail structure 330 of the turnout area, improving the accuracy and reliability of turnout area determination and providing stable and reliable triggering conditions for train positioning correction.

[0051] Reference Figure 1 , Figure 7 and Figure 8 The inductive proximity switch A of the second proximity switch group 420 is arranged in the central area of ​​the sensor assembly 400, with its detection axis perpendicular to the plane of the track 300. It is used to identify the metal structure 340 of the turnout rail directly below when the train passes through the turnout area, so as to distinguish it from the transponder 200, thereby triggering the shielding of the first switch signal.

[0052] Understandably, placing the inductive proximity switch A in the central area of ​​the sensor assembly 400, with its detection axis perpendicular to the plane of the track 300, allows the detection area to be precisely aligned with the track 300 area directly below the train, matching the placement of the turnout rail and enabling direct and reliable detection of the turnout rail metal structure 340. This vertically downward detection method allows for immediate identification of the metal turnout rail directly below the train when it enters the turnout area, effectively distinguishing it from the non-metallic transponder 200 based on its metal detection characteristics, avoiding target confusion due to overlapping detection areas. When the turnout rail metal structure 340 is detected, the shielding logic for the first switch signal is accurately triggered, fundamentally preventing the turnout rail from being misidentified as the transponder 200, ensuring the accuracy and reliability of positioning correction, and providing a stable and reliable position reference for the vehicle positioning system and SLAM system.

[0053] Reference Figure 1 Each of the first proximity switch group 410, the second proximity switch group 420 and the third proximity switch group 430 includes at least two proximity switches arranged in an array.

[0054] Understandably, by setting each group of proximity switches to at least two and arranging them in an array, redundant detection of the same track 300 features can be achieved during train operation. This avoids missed or false detections due to contamination, vibration, obstruction, or momentary interference of a single sensor, thus improving the stability and confidence of feature detection. The array arrangement expands the effective detection area, ensuring reliable triggering of the corresponding switch signal even with small lateral deviations from the train, guaranteeing the success rate of identification of the transponder 200, turnout rail, guard rail, or wing rail. Simultaneously, the multi-sensor array provides a consistent verification basis for the processing unit, further improving the accuracy of signal judgment and providing a highly reliable triggering foundation for positioning correction, ensuring the entire positioning correction process is stable, continuous, and error-free.

[0055] In some embodiments, the sensor assembly 400 is a sealed housing structure, and the first proximity switch group 410, the second proximity switch group 420 and the third proximity switch group 430 are all fixedly embedded inside the sealed housing. Detection avoidance windows are respectively opened on the bottom and side of the sealed housing.

[0056] Understandably, the sensor assembly 400 adopts a sealed housing structure, which fixes and embeds the first proximity switch group 410, the second proximity switch group 420 and the third proximity switch group 430 inside the sealed housing. This can form an overall sealed protection for each proximity switch element, effectively isolating external interference caused by dust, rain, snow, oil, water vapor and train vibration in the train operating environment. This prevents the sensor from malfunctioning, falsely detecting or becoming less sensitive due to environmental corrosion or obstruction by foreign objects, and significantly improves the operational stability and service life of the device under the complex traffic conditions of track 300.

[0057] Meanwhile, detection avoidance windows are respectively opened on the bottom and side of the sealed housing, which can be matched with the detection direction of each group of proximity switches. This ensures that the downward detection field of view of the first proximity switch group 410 and the second proximity switch group 420, as well as the lateral tilt detection field of view of the third proximity switch group 430, are not blocked by the housing, thus ensuring the normal and accurate detection of the transponder 200 of the track 300, the turnout rail, the guard rail and the wing rail. At the same time, while meeting the requirements of sensor detection lighting and detection space, the overall sealing and protection performance of the housing is maintained, taking into account both the protection of the equipment and the reliability of the detection work, and ensuring that multiple groups of proximity switches output effective detection signals for a long time.

[0058] In some embodiments, a fixed vertical detection distance is maintained between the first proximity switch group 410 and the top surface of the transponder 200 housing.

[0059] It is understandable that a fixed vertical detection distance is maintained between the first proximity switch group 410 and the top surface of the transponder 200 housing. This can strictly limit the effective detection distance of the first proximity switch group 410, ensuring that the diffuse reflection photoelectric proximity switch B is always within the optimal detection range. This avoids problems such as signal attenuation and insufficient recognition sensitivity due to excessive spacing, or detection saturation and false triggering due to insufficient spacing.

[0060] Meanwhile, the fixed vertical spacing can accommodate small bumps and vertical displacements during train operation, preventing collisions and interference between the sensor and the track 300 components, maintaining a stable detection angle and detection conditions, ensuring continuous, stable, and accurate identification of the transponder 200 throughout the train's journey, and providing a continuous and reliable detection signal basis for subsequent positioning correction.

[0061] In some embodiments, a fixed horizontal detection distance is reserved between the inductive proximity switch A of the third proximity switch group 430 and the guard rail or wing rail.

[0062] Understandably, a fixed horizontal detection distance is reserved between the inductive proximity switch A of the third proximity switch group 430 and the guard rail or wing rail. This ensures that the inductive proximity switch A remains stably within the optimal metal detection range, avoiding false triggering caused by excessively close detection distances and weak sensing signals or missed detections due to excessively large distances. The fixed horizontal spacing can accommodate slight lateral shifts during train operation, maintaining consistency between the lateral detection angle and sensing range. It also prevents interference from debris or irrelevant metal components around the track 300, ensuring that the third proximity switch group 430 can accurately and stably identify the guard rail and wing rail structures in the turnout area. Working in conjunction with the second proximity switch group 420, it reliably determines the turnout area, guaranteeing the overall detection accuracy and operational stability of the device.

[0063] In some embodiments, the first proximity switch group 410, the second proximity switch group 420, and the third proximity switch group 430 are electrically connected to the processing unit via shielded cables.

[0064] Understandably, the first proximity switch group 410, the second proximity switch group 420, and the third proximity switch group 430 are electrically connected to the processing unit via shielded cables. This effectively shields the electromagnetic interference generated by the motor, onboard electrical equipment, and alternating current of the track in the train operating environment, preventing external electromagnetic signals from coupling into the transmission line and causing signal distortion, noise interference, or signal loss. Transmitting the detection signals of each switch group separately via independently laid shielded cables avoids crosstalk between different groups, ensuring the integrity, real-time performance, and stability of each switch signal transmission. This ensures that the processing unit can accurately and error-free acquire each original detection signal, providing a stable and reliable signal transmission guarantee for subsequent track 300 feature recognition, turnout area judgment, and positioning correction operations.

[0065] In some embodiments, the processing unit includes a storage module that pre-stores an electronic map containing precise location information of the transponder 200 and the turnout area.

[0066] Understandably, the processing unit includes a storage module containing a pre-stored electronic map with precise location information for the transponder 200 and the turnout area. This provides local data support for the device to match the absolute coordinates of track 300 landmarks in real time. Based on the pre-stored electronic map, the transponder 200 identification signals and turnout passage detection signals detected in real time by each proximity switch group can be quickly compared and matched with the predetermined mileage and landmark sequences of the track, accurately pinpointing the train's current location. Without relying on external real-time data transmission, it can autonomously complete landmark location verification and location information calculation, effectively improving the real-time performance and independence of positioning correction, and providing complete and fixed reference data support for the subsequent generation of accurate position correction information.

[0067] Reference Figures 4 to 10 In one specific embodiment, a first transponder 200, a second transponder 200, and a turnout area are sequentially arranged along the train's preset route in the direction of travel; based on the preset zero mileage point of the route, the calibrated mileages of the first transponder 200, the second transponder 200, and the turnout area are 877.5m, 1266.1m, and 1431.7m, respectively.

[0068] In this embodiment, the first transponder 200 and the second transponder 200 have the same specifications, both being square structures with a side length of 40cm × 30cm. The vertical distance between the top surface of the transponder 200 body and the sleeper of the track 300 is set to 15cm. In the turnout area, the lateral distance between the guard rail and the wing rail arranged on the inner side of the track 300 and the inner side of the main line of the track 300 is 20cm.

[0069] The sensor assembly 400 is fixedly mounted on the bottom of the train body 100. The installation and detection distance of each proximity switch in the sensor assembly 400 is uniformly limited: the vertical installation distance between the first proximity switch group 410 and the top surface of the transponder 200 is 30cm, and the lateral detection distance between the third proximity switch group 430 and the guard rail and wing rail in the turnout area is controlled within the range of 30cm to 40cm.

[0070] During normal train operation, if the onboard autonomous positioning system does not perform position correction for a long period of time, the train will experience cumulative positioning deviations of 5m, 10m, and 15m respectively when passing through the first transponder 200, the second transponder 200, and the turnout area.

[0071] When the train is in actual operation, when the train runs to the section where the first transponder 200 and the second transponder 200 are located, the first proximity switch group 410 uses the downwardly arranged diffuse reflection photoelectric proximity switch B to stably detect the characteristics of the transponder 200 and outputs a valid first switch signal simultaneously. When the train enters the turnout area, the second proximity switch group 420 uses the inductive proximity switch A that is vertically oriented towards the plane of the track 300 to detect and identify the turnout rail metal structure 340 in the center area of ​​the track 300 and outputs a valid second switch signal. The processing unit immediately shields the transponder 200 identification and judgment logic of the first proximity switch group 410 based on the second switch signal, thus preventing the problem of misidentification caused by the turnout metal structure.

[0072] Meanwhile, as the train passes through the turnout area, the third proximity switch group 430, which is arranged on both sides of the sensor assembly 400 and tilted towards the outside of the track 300, can continuously detect the guard rail and wing rail structures on both sides of the track 300 and output the third switch signal, which works in conjunction with the second switch signal to complete the dual reliability determination of the turnout area.

[0073] During the position correction phase, the processing unit accurately matches the landmark events corresponding to the valid switch signals collected in real time with the transponder 200, turnout sequence and calibrated mileage positions recorded in the pre-stored electronic map, and completes the positioning deviation correction based on the inherent absolute position information of the landmarks. After the correction is completed, the train positioning error is constrained within the extension dimension of the transponder 200 along the train's direction of travel, or the extension dimension of the guard rail and wing rail along the train's direction of travel, which greatly reduces the cumulative error of the autonomous positioning system and stably outputs high-confidence position correction information.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A switching device for train auxiliary positioning, characterized in that, include: A sensor assembly (400) is fixedly mounted on the bottom of the train body (100) and arranged facing the track (300); The sensor assembly (400) includes: At least one first proximity switch group (410) is arranged downward along the center line of the track (300) to detect the transponder (200) installed on the track (300) and output a first switch signal; At least one set of second proximity switches (420) is arranged downward along the center line of the track (300) to detect the metal structure (340) of the turnout rail in the turnout area and output a second switch signal; At least one third proximity switch group (430) is arranged facing both sides of the track (300) to detect the guard rail or wing rail structure (330) in the turnout area and output a third switch signal; The processing unit has its signal input terminal electrically connected to the signal output terminals of the first proximity switch group (410), the second proximity switch group (420), and the third proximity switch group (430), respectively, and receives the first switch signal, the second switch signal, and the third switch signal in real time.

2. The switching device for train auxiliary positioning according to claim 1, characterized in that, The first proximity switch group (410) includes at least one diffuse reflective photoelectric proximity switch (B) for detecting the housing of the transponder (200); the second proximity switch group (420) and the third proximity switch group (430) each include at least one inductive proximity switch (A) for detecting turnout rail, guard rail or wing rail structure (330).

3. The switching device for train auxiliary positioning according to claim 2, characterized in that, The inductive proximity switch (A) of the third proximity switch group (430) is arranged on both sides of the sensor assembly (400), with its detection axis inclined to the outside of the track (300) for detecting the guard rail or wing rail structure (330) located on both sides of the main line of the track (300).

4. The switching device for train auxiliary positioning according to claim 3, characterized in that, The inductive proximity switch (A) of the second proximity switch group (420) is arranged in the central area of ​​the sensor assembly (400), with its detection axis perpendicular to the plane of the track (300). It is used to identify the metal structure of the turnout rail directly below when the train passes through the turnout area, so as to distinguish it from the transponder (200) and thereby trigger the shielding of the first switch signal.

5. The switching device for train auxiliary positioning according to any one of claims 1-4, characterized in that, Each of the first proximity switch group (410), the second proximity switch group (420) and the third proximity switch group (430) includes at least two proximity switches arranged in an array.

6. The switching device for train auxiliary positioning according to claim 1, characterized in that, The sensor assembly (400) is a sealed housing structure. The first proximity switch group (410), the second proximity switch group (420) and the third proximity switch group (430) are all fixedly embedded inside the sealed housing. Detection avoidance windows are respectively opened on the bottom and side of the sealed housing.

7. The switching device for train auxiliary positioning according to claim 1, characterized in that, A fixed vertical detection distance is maintained between the first proximity switch group (410) and the top surface of the transponder (200) housing.

8. The switching device for train auxiliary positioning according to claim 1, characterized in that, A fixed horizontal detection distance is reserved between the inductive proximity switch (A) of the third proximity switch group (430) and the guard rail or wing rail.

9. The switching device for train auxiliary positioning according to claim 1, characterized in that, The first proximity switch group (410), the second proximity switch group (420), and the third proximity switch group (430) are electrically connected to the processing unit via shielded cables.

10. The switching device for train auxiliary positioning according to claim 1, characterized in that, The processing unit includes a storage module, which pre-stores an electronic map containing the location information of the transponder (200) and the turnout area.

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