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    • 专利摘要:
    In a method for determining the position of a railway vehicle in a railway network, a plurality of position determination modules and a plurality of sensors (A, B, C) are used, which detect measurement values based on different physical quantities. and / or physical quantities which act on the railway vehicle during the passage on a railroad track and which thus define track signatures. In each position determination module, the measured values of different sensors (A, B, C) or the measured values of different sensor groups (A, B, C) are used in comparison with the other sensor determination modules. respective positions. With the help of the position provided by each position determination module and / or with their differences between them, by means of statistical methods and / or by means of exclusion methods, the position which is with the most high probability and / or precision the position of the railway vehicle to be determined is selected from the positions provided by the position determination modules.
    公开号:FR3068478A1
    申请号:FR1855971
    申请日:2018-06-29
    公开日:2019-01-04
    发明作者:Oliver Heirich；Benjamin Siebler
    申请人:Deutsches Zentrum fuer Luft und Raumfahrt eV；
    IPC主号:
    专利说明:

    Method for determining the position of a rail vehicle in a rail network
    The invention relates to a method for determining the position of a rail vehicle in a rail network.
    The invention describes a method for locating trains, without infrastructure and to the nearest track, of trains with active redundancy. The method must be implemented in a system for critical safety applications in the railway sector; in this case, redundancies are important for security. The objective is also very high availability with accuracy to the nearest track. In the case of a high classification of the level of safety requirement, also known among other things as safety integrity level (SIL), redundant systems are required among other things. The method according to the invention for locating trains also allows use in long tunnels as well as in underground railways.
    In known methods, the location of trains without infrastructure of railway vehicles is resolved with GNSS and possibly speed sensors or an Inertial Measurement Unit (IMU). The methods use a combination of absolute measurements (GNSS positions) and dead reckoning with relative measurements such as speed, accelerations and possibly a restriction of the trajectory by a known track layout which is recorded. on a map.
    Known methods for evaluating the quality of GNSS measurements are based on GNSS itself (RAIM), in combination with the INS (inertial navigation system) or a position estimate pursued on the track by integrating the train speed measured.
    In the location of trains without infrastructure with GNSS, there are no GNSS measurements in tunnels, underground or in stations covered with a roof. Dead reckoning methods with map, IMU or speed integration can only guarantee localization in the short term, their accuracy in the longitudinal track direction as well as the track selectivity deteriorating constantly over time. The path traveled is in this case determined from cumulative (integrated) measurements of inertial sensors and speed sensors. A deterioration of the longitudinal position results from measurement errors such as drift or sliding.
    A path integration based on speed or acceleration can only detect errors in the short term (e.g. variable multiple path). Systematic errors at the start of the measurements and of longer duration are not detected.
    An inertial navigation system (INS), also known as an inertial navigation system, uses inertial measurement data from an IMU to determine a position, posture and speeds relative to a starting position and a posture of departure. Usually a fairly large divergence quickly results. An INS is therefore assisted with position data, for example with GNSS measurement data (INS / GNSS). We observe on this occasion a divergence of the GNSS position compared to the INS position, and corrections for the position but also for the posture, the speeds and offsets of the acceleration and rotational speed sensors are estimated in an estimator state.
    DE-A-195 13 244 and US-A-5 902 351 disclose methods of locating trains.
    The invention aims to guarantee high precision when locating trains.
    To achieve this objective, the invention provides a method for determining the position of a rail vehicle in a rail network; in this method, several position determination modules are used, several sensors are used, which detect measurement values based on different physical quantities and / or physical quantities which act on the rail vehicle during the passage on a track of the rail network and which thus define channel signatures, at least one of the position determination modules having a magnetometer, and a magnetic field signature being established, the measurement values of different sensors or the measurement values of different groups of sensors being used in each position determination module in comparison with the other respective position determination modules, and using the position provided by each position determination module and / or using their divergences between them, at by statistical methods and / or by exclusion methods, the position that i is with the greatest probability and / or precision the position of the rail vehicle to be determined is selected from the positions provided by the position determination modules.
    In essence, the invention proposes to verify the integrity of the various methods concerning the functionality within certain detailed limits, which may be specified beforehand, of determining the position or respectively of the location of a rail vehicle in a rail network. For this, different methods for determining the position are used according to the invention, among which also appear those which work with channel signatures. A channel signature is a signal depending on a place which is applied to a journey traveled (see DE-A-10 2012 219 111 on this subject). Track signatures can be formed from measurements, for example of the position and / or posture (in space) of the rail vehicle, the magnetic field, vibrations acting on the rail vehicle (in one or more directions spatial), track curvatures, turns (for example when changing direction at a switch), "heading angle" and / or from variations in the parameters mentioned above. Integrity can for example be guaranteed by statistical analysis methods or by exclusion methods respectively. By means of these methods, the "best" position determination is then used for the location of trains of the rail vehicle concerned. This also makes it possible to exclude and possibly detect signatures forged by intentional manipulation of the global solution; thus for example the magnetic signature can be modified by the improper and unauthorized installation of magnets, which is detected with the method according to the invention. Thanks to exclusion processes, it is, so to speak, possible to find the most plausible solution according to active redundancy (also called hot redundancy) and according to diversity redundancy. Reference is made in this regard to the definitions of the types of redundancy in the following internet links:
    https://en.wikipedia.org/wiki/Active_redundancy https://en.wikipedia.org/wiki/Redundancy_(engineering) https://de.wikipedia.org/wiki/Redundanz_(Technik)
    As a replacement or additional, it is possible to use methods that correspond to those used in the context of RAIM technology for verifying the integrity of GPS (RAIM = Receiver Autonomous Integrity Monitoring).
    The locating method according to the invention comprises several train locating modules which, for locating trains, use inter alia track signatures, in particular a magnetic field signature, a vibration signature and / or a curvature signature of track and / or inclination of track, as described for example in DE-A-10 2012 219 111. The measurement data or the signatures respectively are complementary to each other, which means that there are drawbacks in terms of availability and accuracy of an individual process are compensated for by another process and other measurement data.
    A location of trains defines on the one hand the track (for example after crossing a switch) and on the other hand the longitudinal position on the track. The track identification number and the longitudinal position on the track form the location result (track position). Track accuracy or also track selectivity designates the correct definition of the correct track in turnouts or in the presence of parallel track scenarios. In addition to these signatures, other measures can be used for locating trains: GNSS (Global Navigation Satellite System) measures, such as GPS, GALILEO, GLONASS, BeiDou. Path and speed measurements by wheel rotation sensor, Doppler radar; acceleration and rotational speed measurements with inertial sensors (IMU, inertial measurement unit); imaging process measurements: camera (stereo), radar, lidar.
    In a security critical system, redundancies can be obtained by known methods:
    - Constitution of multiple but identical systems (homogeneous redundancy)
    - Constitution with diversified hardware redundancy in different places, with different power supplies (battery), multiple lines and different components
    - Use of different software (software redundancy).
    In many safety critical systems, such as in Fly-by-Wire systems on aircraft, some parts of the control system are tripled. This type of redundancy is called “triple modular redundancy” (TMR). In aeronautics, the terms “majority voting system” or “voting logic” are also used for this purpose for the selection of the correct subsystems or for the exclusion of the defective subsystem. An error in one subsystem is overridden by the other subsystems. In a triple redundancy system, the system has three sub-components, all three of which must fail before the system fails. Since each individual system rarely fails and the subcomponents fail independently of each other, the probability that all three systems fail is extraordinarily low. In the method according to the invention, the different position determination modules are the subsystems. These subsystems each determine a channel position for themselves, and a selection method detects a divergence of each.
    With the special redundancy according to the method according to the invention, it is an active redundancy (also called hot) and diversified by the fact that different train location modules with different and independent measurement data calculate in parallel localization results (lane identification number and lane position) respectively comparable. An analysis unit evaluates the different results, and a selection of one of the results is made. The different modules use certain measurement data exclusively or in all combinations, respectively. The analysis unit also calculates values which evaluate the accuracy of the measurement data. These can then be used as weights in the combined location modules.
    The combination can on the one hand be used for a reciprocal quality evaluation and a weighting of the measurements, and on the other hand for a redundancy of the location result.
    Other embodiments of the invention are the subject of the respective subclaims of the set of claims to which reference is made here.
    The method according to the invention for locating trains solves the following problems:
    a) a limited availability of a train location system results in the event of a sensor failure and / or in the event of a train location process failure. This problem is solved according to the invention with redundancy with respect to the location result. Redundancy is essentially based on several methods of locating trains which can calculate a location result independently of each other from independent measurement data.
    b) Restricted accuracy of a sensor, in particular due to outliers, and / or insufficient accuracy of the result of a localization process, in particular concerning the position to the nearest track after switches and in the event parallel tracks. This problem is achieved according to the invention with reciprocal weighting or also with a suppression of measurement values and localization results.
    The advantages of the invention are among others:
    a) locating trains without infrastructure by means of signatures is autonomous and works in tunnels, underground or in stations covered by a roof. Redundancy regarding the location result is obtained with different train locations and an analysis and selection unit. The different train locations use independent track signatures and GNSS positions, either exclusively or in combination.
    b) Evaluation of the quality of measurements on the train side, in particular GNSS and IMU measurements, using non-drift signatures and information from a card. Use of quality as weighting in a multiple sensor process for locating trains, as well as simultaneous use of signatures for location and quality assessment by several localization processes which use other partial quantities respectively available measurement values. This is followed by a combination with weights or the rejection of measurement values.
    The invention will be explained in more detail below with the aid of two embodiments and with reference to Figures 1 to 3 of the drawing.
    As shown schematically in Figure 1, the method according to the invention of locating trains uses several independent and complementary sensors 2
    - 8 as well as several location modules 5 which allow redundancy of the result of the location 9. A speed sensor 3 is used in an appropriate manner, the methods described can be effective even in the absence of a speed measurement value. Track signatures are used, such as the magnetic field signature, the vibration signature and the track curvature signature. FIG. 1 shows a train location system which is installed on a rail vehicle 1 with sensors 2 on the train side and which contains a route map with signatures 4 as well as several location modules 5. The location modules determine so autonomous train locating 6 respectively with track identification and track position from different exclusive measurement data as well as from combinations of measurement data. In the presence of identical data, the modules can also be distinguished in terms of methods. An evaluation and selection module 7 determines the best result and gives it from 9. The raw data from the sensors is also available for evaluation. Generally, the location module is selected with the combination of all ABC measurement data. The evaluation unit calculates measurement qualities 8 for modules with combined measurement data which allow a weighted combination of the measurement data. In the presence of a detected error of a module with exclusive measurement data, an overlapping error detection switches to another module without error (hard decision). In the presence of a restricted state due to a detected error but impossible to circumscribe, a warning 10 can occur in the form of a signal or a protocol.
    The special feature of the method is that several train location modules obtain an autonomous location from a sensor. The following modules are cited here as an example:
    • Module A: localization from exclusive GNSS measurements (positions and speed) and a map • Module B: localization from exclusive IMU measurements (acceleration and vibration) possible with vibration signatures, track curvature signatures and a map as well as with a speed estimate from acceleration and wheel vibration (optional, with additional speed measurement from an odometer) • Module C: localization from field measurements magnetic with magnetic field and card signatures as well as a speed measurement, either from another sensor (odometer), or from a speed estimate with acceleration and speed-dependent signatures.
    The evaluation is based on metrics intended for diagnosis, analysis of signatures and test statistics which determine and analyze respectively a divergence of the localization results. The measurement qualities are a factor which can modify (dynamically) the measurement uncertainty of the different signature adjustments as well as additional measurements during the journey time. During GNSS data failure, only the curvature, vibration and magnetic field signatures are processed. Thanks to this redundancy, a localization result is guaranteed in the event of GNSS failure, for example in tunnels.
    The signatures are produced from a measurement sequence of sensors mounted on the train side and a sequence of speed values, and then filtered. Using speed, the time-sampled measurement signal is transformed into a location zone. The process requires speed values which come from speed sensors (wheel rotation, Doppler radar), GNSS, INS / GNSS or from magnetic field or vibration measurements. A card contains longitudinally parameterized reference signatures from transformed and filtered measurement data which are recorded together with a channel identification number and the channel length parameter (also channel position). The location result with channel identification number and the channel position from signatures is obtained by adjusting reference signatures from the card and the measurement signature measured last.
    Figure 2 shows an exemplary implementation of the location module "Module ABC" with the sensors A = GNSS, B = IMU and C = magnetic field with the signatures of the posture (longitudinally, transverse tilt, orientation, "attitude") , curvature signatures (“curvature”), vibration signatures (“vibration”) and magnetic field signatures (“magnetic”). There is also a signature taken from geopositions ("position"). All these signatures require a speed (v) which comes directly from the “speed estimation” (v ') or from INS / GNSS (ν') or GNSS. The train localization filter processes measurements of track signatures, position, posture and speed. Using a map, the route identification and the position on the route are estimated and transmitted as a result ("location") to the evaluation and selection module. The evaluation and selection module can determine quality values concerning the quality of the signatures or respectively the quality of the measurements and transmit them to each individual localization module. The location filter can thus additionally weight the different measurements.
    One aspect of the invention is the use of channel signatures which, in the INS position environment, again determine a position on the channel. The geographic position from the signature adjustment is used for the observation of a divergence from the INS position and processed in a state estimator. This state estimator estimates corrections for the position but also for the posture, the speeds, and the offsets of the acceleration and rotation speed sensors. Concerning the state estimator, it is for example an Error State Kalman Filter (ESKF) which estimates the divergence and which, in another correction step, corrects the INS estimate with this divergence. A channel signature is a signal depending on the place which is applied to a journey covered (see also DE 10 2012 219 111 Al on this subject). Track signatures can be formed from measurements for example of the position and / or posture (in space) of the rail vehicle, from the magnetic field, from the vibrations acting on the rail vehicle (in a or more spatial directions), from the curvature of the track, from the turns (for example when changing direction at a switch), the "heading angle" and / or variations of the parameters mentioned upper.
    In addition, for speed measurement, two magnetometers are used in the longitudinal direction of the train which determine a travel time by adjusting the signals and, as far as their interval is known, a speed.
    This method, namely INS assisted by signatures, is implemented as a position determination module within the framework of the invention and is presented schematically in FIG. 3.
    List of landmarks
    Fig. 1
    Rail vehicle
    Sensors with measurement data, e.g. A = GNSS, B = IMU, C = magnetic field, D = vibration
    Speed sensor (optional)
    Card with reference signatures on lane position and lane identification number
    Map-based train location modules
    Module A: train location module with measurement data from A
    ABC module: train location module from the combination of measurement data A, B and C
    Autonomous location results
    Location results assessments, weighting calculation, result selection
    Weighting of measurement data
    Redundant location result
    Warning signal, protocol
    Fig. 2
    GNSS receiver (Global Navigation Satellite System: GPS, GALILEO, GLONASS)
    IMU (inertial measurement unit)
    Speed sensor (e.g. wheel rotation)
    Magnetic field sensor
    Digital map
    Train locator
    Inertial navigation system (inertial navigation system)
    Bend curvature calculation
    Speed calculation
    Buffer for sample values
    Time-place transformation
    Signal filter
    Buffer for speed values
    Signature adjustment
    Estimation filter for train location
    Speed value
    30a Speed from INS
    30b Speed from module 23
    Search window
    Values regarding geographic position and posture (pitch angle, roll angle, swerve)
    Location-dependent values (signature) regarding position and posture
    Location-dependent values (signature) for bend curves
    Values depending on the location (signature) concerning vibrations
    Values depending on the location (signature) concerning the magnetic field
    Train position
    Measurement quality values, weights
    Fig. 3
    Inertial measurement unit
    Magnetic field sensor 1
    Magnetic field sensor 2
    Inertia navigation system for calculating posture, speed and position
    Comparison of the signature measured with the database
    Channel signature database
    Estimated speed based on differences in travel time
    Estimated speed
    3D position and heading estimated from signature
    Error-State Kalman Filter (ESKF) for estimating INS errors
    Corrected estimate value of position, speed, posture and bias of sensors
    Position, speed, posture and bias of sensors estimated by INS
    INS errors estimated by ESKF
    Position and speed of the inertial navigation system
    权利要求:
    Claims (14)
    [1" id="c-fr-0001]
    claims
    1. Method for determining the position of a rail vehicle in a rail network; in this process,
    - several position determination modules are used, several sensors (A, B, C) are used, which detect measurement values based on different physical quantities and / or physical quantities which act on the rail vehicle (1) during passage on a track of the railway network and which thus define track signatures,
    - at least one of the position determination modules having a magnetometer (42, 43), and a magnetic field signature being established,
    - the measured values of different sensors (A, B, C) or the measured values of different groups of sensors (A, B, C) being used in each position determination module for the purpose of determining the position in the comparison with the other respective position determination modules, and / or respectively a position being determined with different methods, and
    - using the position provided by each position determination module and / or using their differences between them, by means of statistical methods and / or by means of exclusion methods, the position which is with the greatest probability and / or precision the position of the rail vehicle to be determined is selected from the positions provided by the position determination modules.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that at least one of the position determination modules has a satellite navigation system (44).
    [3" id="c-fr-0003]
    3. Method according to claim 1, characterized in that at least one of the position determination modules has an inertial measurement unit (41).
    [4" id="c-fr-0004]
    4. Method according to claim 3, characterized in that a track curvature and / or track vibration signature is established.
    [5" id="c-fr-0005]
    5. Method according to claim 3, characterized in that at least one of the position determination modules contains an inertial navigation system (41) and determines the position and / or posture in space and / or the speed of the railway vehicle.
    [6" id="c-fr-0006]
    6. Method according to claim 5, characterized in that a satellite navigation system (44) is used for the observation of the position divergence of the inertial navigation system (41), and a state estimator uses this observation to improve position and posture.
    [7" id="c-fr-0007]
    7. Method according to claim 5 or 6, characterized in that
    - a channel position is determined by a channel signature measured using a database with channel signatures,
    - the corresponding geographic position in relation to the track position is determined from the database,
    - this geographic position is used for the observation of the divergence of position of the inertial navigation system (41), and
    - a state estimator uses this observation to improve the determination of position and posture.
    [8" id="c-fr-0008]
    8. Method according to claim 6 or 7, characterized in that the state estimator estimates a divergence, a calibration and / or an error, and the values of the INS estimate with the divergence, the calibration and / or the error are corrected.
    [9" id="c-fr-0009]
    9. Method according to claim 8, characterized in that the state estimator which estimates the divergence, the calibration and / or the error is an Error State Kalman Filter (50).
    [10" id="c-fr-0010]
    10. Method according to one of claims 1 to 9, characterized in that a second sensor (43) which is arranged in the longitudinal direction of the railway vehicle at a distance from a first sensor (42) measures a variable signal in the time and determines the speed by adjusting the travel time with the first sensor (42) and knowing the interval between the two sensors (42, 43).
    [11" id="c-fr-0011]
    11. Method according to one of claims 1 to 10, characterized in that a method is used which, from the geographical position, determines the channel as well as the channel position by means of a database with geographical positions parameterized longitudinally for each channel.
    [12" id="c-fr-0012]
    12. Method according to one of claims 1 to 11, characterized in that the quality of the position determination is established, and this by means of diagnostics and analyzes of raw measurement data by means of plausibility considerations using the positions provided by the position determination modules and / or using the position divergences provided by the position determination modules by means of statistical methods and / or test statistics with the use of criteria d 'exclusion.
    [13" id="c-fr-0013]
    13. The method of claim 12, characterized in that the determined measurement qualities modify and influence the weighting of the combinations in a location filter of the position determination modules during the travel time.
    [14" id="c-fr-0014]
    14. Method according to one of claims 1 to 13, characterized in that, when finding divergences in the positions provided by the modules
    - 17 position determination which exceed a limit value, a warning, a signal or a message is generated and is transmitted to a higher authority.
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    同族专利:
    公开号 | 公开日
    FR3068478B1|2021-12-31|
    DE102018115978B3|2018-12-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO2021116982A1|2019-12-10|2021-06-17|Thales Canada Inc.|System and method to supervise vehicle positioning integrity|DE19513244A1|1995-04-07|1996-10-10|Honeywell Ag|Fault-tolerant train platform|
    US5902351A|1995-08-24|1999-05-11|The Penn State Research Foundation|Apparatus and method for tracking a vehicle|
    DE102012219111A1|2012-10-19|2014-04-24|Deutsches Zentrum für Luft- und Raumfahrt e.V.|Method for localization of rail vehicle in rail network, involves matching corresponding period of reference signal of route section of rail network with selected portion of actual time signal|EP3828505A1|2019-11-27|2021-06-02|Deutsches Zentrum für Luft- und Raumfahrt e.V.|Method for calibrating a magnetometer arranged on a vehicle|
    法律状态:
    2020-05-20| PLFP| Fee payment|Year of fee payment: 3 |
    2021-04-23| PLSC| Publication of the preliminary search report|Effective date: 20210423 |
    2021-05-20| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102017114717|2017-06-30|
    DE102017114717.9|2017-06-30|
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