An underground positioning and deviation correction method based on tunnel network and positioning base station topology structure

Abstract

The present invention discloses an underground positioning and deviation correction method based on the topological structure of a laneway network and a positioning base station, which is mainly composed of three parts: topological network construction, accurate lane positioning and deviation correction solution, and includes the following steps: Step 1, constructing a topological structure: first constructing a joint topological structure of a laneway network and a positioning base station; Step 2, accurate lane positioning: then using the ranging information of underground personnel / vehicles, locate the actual lane where the personnel / vehicle is located according to the topological network; Step 3, deviation correction solution: finally, the deviation correction coordinates of the personnel / vehicle are solved by a deviation correction calculation model, and the underground measured position of the personnel / vehicle is mapped to the center line of the laneway in real time, so as to facilitate the monitoring of the real-time working position of the personnel / vehicle in the accurate positioning system. The underground positioning and deviation correction method based on the topological structure of a laneway network and a positioning base station is suitable for real-time accurate positioning of personnel / vehicles in coal mines, and improves the safety production management efficiency of coal mines.

Description

Technical Field

[0001] The invention relates to the technical field of underground coal mine positioning, in particular to an underground positioning and deviation correction method based on a tunnel network and a positioning base station topology structure. Background Art

[0002] A Chinese patent (application number CN201910966791.6, application date 20191012, authorization announcement number CN110708659B, authorization announcement date 20210525) discloses a personnel / vehicle positioning method and system suitable for mine paths. The method constructs a tunnel topology network and a pre-set positioning base station combination, and constructs a spatial sphere with the positioning base station as the center and the ranging as the radius according to the ranging information of the personnel / vehicle identification card and the position coordinates of the positioning base station. The spatial intersection relationship between the sphere and the tunnel network is used to solve the position coordinates of the personnel / vehicle, which can alleviate the problem that the existing radio-based positioning technology is greatly affected by the environment, resulting in reduced positioning accuracy and increased cost; the disadvantage is that the positioning accuracy is easily affected by the rationality of the positioning base station combination method, and the influence of the tunnel trend on the ranging signal of the positioning base station is not considered.

[0003] A Chinese patent (application number CN201811431068.X, application date 20181128, authorization announcement number CN109826668B, authorization announcement date 20210413) discloses an underground multi-source precise personnel / vehicle positioning system and method. This method uses the target image captured by the camera device and the positioning data collected by the positioning base station to estimate the distance of the personnel / vehicle relative to the camera positioning base station, and then estimates the absolute coordinates of the personnel / vehicle based on the position information of the camera device; the disadvantage is that the calculation error is not minimized when estimating the distance based on adjacent frame images, and the positioning accuracy of the actual personnel / vehicle position is low.

[0004] A Chinese patent (application number CN201410185266.8, application date 20140504, publication number CN103957508A, publication date 20140730) discloses an underground wireless precise positioning system and method based on a combination of wireless WiFi and a gyroscope. The method uses a gyroscope to collect data and calculate the real-time coordinates of personnel / vehicles, and outputs the calculated positioning data through a WIFI module, which has a certain positioning accuracy; the disadvantage is that the underground personnel / vehicles need to carry a positioning base station with them, otherwise they cannot be positioned, and the calculation errors in the positioning base station system are not processed. Summary of the invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0006] To this end, the present invention proposes an underground positioning and correction method based on the tunnel network and the positioning base station topology structure, which is suitable for the real-time and precise positioning of personnel / vehicles underground in coal mines. It effectively solves the problem that the positioning accuracy of personnel / vehicles underground in coal mines is easily affected by the underground tunnel environment and the calculation error of the positioning base station system, resulting in a certain deviation, and then the real-time position of personnel / vehicles in the tunnel cannot be accurately displayed in the personnel / vehicle precise positioning system and the auxiliary transportation control integrated system, and improves the safety production management efficiency of coal mines.

[0007] According to the embodiment of the present invention, the underground positioning and correction method based on the topological structure of the tunnel network and the positioning base station is mainly composed of three parts: topological network construction, tunnel precise positioning and correction solution, and includes the following steps: Step 1, constructing the topological structure: first constructing the joint topological structure of the tunnel network and the positioning base station; Step 2, precise positioning of the tunnel: then using the ranging information of the underground personnel / vehicle, the actual tunnel where the personnel / vehicle is located is located according to the positioning base station and the tunnel network topological structure; Step 3, correction solution: finally, the correction coordinates of the personnel / vehicle are solved through the correction calculation model, and the correction coordinates of the personnel / vehicle are mapped to the center line of the tunnel in real time, so as to facilitate the monitoring of the real-time working position of the personnel / vehicle in the precise positioning system.

[0008] The beneficial effect of the present invention is that it can effectively solve the problem that the positioning accuracy of personnel / vehicles in coal mines is easily affected by the underground tunnel environment and the calculation errors of the positioning base station system and produces certain deviations. It has the characteristics of good real-time calculation, high accuracy of tunnel correction and positioning, and good robustness under complex conditions, and can meet the needs of real-time and accurate positioning underground. In addition, the method can complete the correction solution based on the existing positioning base station, and does not require additional hardware positioning base stations as computing support; it is easier to deploy and install when running in a back-end service mode.

[0009] According to one embodiment of the present invention, the specific steps of step 1 are as follows:

[0010] Step 1.1: First, we need to build the topological network structure of the underground tunnels;

[0011] Step 1.2, then construct the positioning base station data structure using the configuration data of the positioning base station;

[0012] Step 1.3: Finally, the topological network of the lane and the positioning base station data structure are used to further construct a joint topological structure of the lane network and the positioning base station.

[0013] According to one embodiment of the present invention, in step 1.1, the underground tunnels are composed of mutually discrete centerline points in pairs, and the tunnel topology network is constructed by using the adjacency relationship between the centerline points.

[0014] According to an embodiment of the present invention, in step 1.2, the configuration data of the positioning base station includes the spatial position coordinates and the ranging direction.

[0015] According to one embodiment of the present invention, in the step 1.3, based on the association relationship between the positioning base station and the lane, the data structure of the positioning base station is used to construct a joint topology structure of the lane network and the positioning base station. Through this topology structure, the discrete positioning base station data and lane data can be reorganized and associated to determine the unique mapping relationship between the positioning base station and the lane. The positioning base station can be uniquely determined by the lane ID, and the lane can be uniquely determined by the positioning base station ID.

[0016] According to one embodiment of the present invention, the specific steps of step 2 are as follows:

[0017] Step 2.1: First, use the positioning base station data in the personnel / vehicle ranging information to find the initial positioning lane of the personnel / vehicle through the joint topological structure of the lane network and the positioning base station;

[0018] Step 2.2: Then determine the deviation D of the person / vehicle distance measurement relative to the lane centerline. t Whether the distance between the positioning base station and the midline point of the ranging direction exceeds the limit;

[0019] Step 2.3: Finally, based on the initial positioning lane, search for potential positioning lanes associated with the initial lane according to the midline point ID of the ranging direction, build a potential positioning lane set, select a lane with the smallest spatial angle with the current lane as the potential positioning lane in the set, and calculate the total length L of the potential positioning lanes respectively, and iterate until the total length L of the potential positioning lane is greater than the deviation D of the person / vehicle ranging relative to the lane centerline t , the last lane in the potential positioning lane set is taken as the final positioning lane.

[0020] According to one embodiment of the present invention, in step 2.2, if the deviation D of the person / vehicle distance measurement relative to the lane centerline is t If the distance between the positioning base station and the midline point of the ranging direction does not exceed 0.001, the initial positioning lane will be taken as the best positioning lane; if the deviation D of the personnel / vehicle ranging relative to the lane midline is t If the distance exceeds the positioning base station and the midline point of the ranging direction, proceed to the next step.

[0021] According to one embodiment of the present invention, the specific steps of step 3 are as follows:

[0022] Step 3.1, initial coordinate offset difference judgment: Take the first midline point S where the person / vehicle is located as the reference point, and another midline point associated with the first midline point S as the second midline point P, calculate the offset angle of the initial coordinate T of the person / vehicle from the lane centerline, and then use the offset angle to calculate the deviation D of the person / vehicle positioning from the lane centerline. t ;

[0023] Step 3.2: Calculate the deviation of the distance measurement relative to the lane centerline: Since the result of the correction is to map the coordinates to the lane centerline, it is necessary to calculate the deviation D of the person / vehicle distance measurement relative to the lane centerline. p ;

[0024] Step 3.3: Lane positioning;

[0025] Step 3.4: Through the deviation correction calculation model, the lane positioning results of step 3.3 above and the deviation D of the person / vehicle distance measurement relative to the lane centerline are calculated. p The total length L of the potential positioning lane is used as the input parameter of the calculation model to solve the correction coordinates of the personnel / vehicle.

[0026] According to one embodiment of the present invention, in step 3.1, if the deviation D of the person / vehicle distance measurement relative to the lane centerline is t If the distance is less than the lane radius r, the current real-time position of the person / vehicle is directly projected onto the lane centerline.

[0027] According to one embodiment of the present invention, in step 3.1, if the deviation D of the person / vehicle distance measurement relative to the lane centerline is t If it is greater than or equal to the roadway radius distance r, proceed to the next step.

[0028] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention are realized and obtained by the structures particularly pointed out in the description, claims and drawings.

[0029] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For ordinary technicians / vehicles in this field, other drawings can be obtained based on these drawings without paying creative work.

[0031] Figure 1 It is the design diagram of the deviation correction algorithm flow;

[0032] Figure 2 It is the roadway network structure diagram;

[0033] Figure 3 It is a data structure diagram of a positioning base station;

[0034] Figure 4 It is the topology of the lane network and positioning base stations;

[0035] Figure 5 It is the principle diagram of lane positioning;

[0036] Figure 6 This is a schematic diagram for judging the initial coordinate deviation difference;

[0037] Figure 7 It is a schematic diagram of calculating the deviation of personnel / vehicle ranging relative to the lane centerline;

[0038] Figure 8 It is a schematic diagram of constructing a set of potential positioning lanes.

[0039] The numbers in the figure are:

[0040] S, first midline point;

[0041] P, second midline point;

[0042] T, initial coordinates of personnel / vehicle;

[0043] r, roadway radius distance;

[0044] D t , the deviation of personnel / vehicle ranging relative to the center line of the lane;

[0045] R, positioning base station;

[0046] D. Ranging data of positioning base station;

[0047] θ, the deviation angle between the ranging signal and the lane;

[0048] R p , the projection coordinates of the positioning base station on the center line of the lane;

[0049] D p, the deviation of personnel / vehicle ranging relative to the center line of the lane;

[0050] L RS , the distance between the projection coordinates of the positioning base station and the midline point of the ranging direction of the person / vehicle;

[0051] P1, the first associated midline point adjacent to the midline point in the ranging direction;

[0052] P2, the second associated midline point adjacent to the midline point in the ranging direction;

[0053] P3, the third associated midline point adjacent to the midline point in the ranging direction;

[0054] ɑ. The deviation angle between the ranging signal and the lane. DETAILED DESCRIPTION

[0055] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0056] In view of the problem that the positioning accuracy of personnel / vehicles in coal mines is easily affected by the underground tunnel environment and the calculation errors of the positioning base station system, resulting in certain deviations, and thus the real-time positions of personnel / vehicles in the tunnel cannot be accurately displayed in the personnel / vehicle precise positioning system and the integrated auxiliary transportation control system, the present invention proposes an underground positioning correction method based on the tunnel network and the positioning base station topology structure, which corrects the real-time position of personnel / vehicles and maps it to the corresponding tunnel centerline.

[0057] See Figure 1 The underground positioning and deviation correction method based on the topological structure of the tunnel network and the positioning base station mainly consists of three parts: topological network construction, tunnel precise positioning and deviation correction solution, including the following steps:

[0058] Step 1: Build the topology structure: First, build the joint topology structure of the lane network and the positioning base station.

[0059] The specific steps of step 1 are as follows:

[0060] Step 1.1: First, we need to construct the topological network structure of the underground tunnels. The underground tunnels are composed of two discrete midline points. Therefore, the adjacency relationship between the midline points can be used to construct the tunnel topological network. The topological network structure is as follows: Figure 2 As shown, a dictionary is used to store the topological network, and the lane centerline point ID is selected as the keyword of each data item in the dictionary. The lane centerline point ID can be used to quickly find the lane ID associated with the point, all adjacent centerline point IDs, and the coordinates of the point.

[0061] Step 1.2, then use the configuration data of the positioning base station to construct Figure 3 The data structure of the positioning base station shown in the figure; the configuration data of the positioning base station includes the spatial position coordinates and ranging direction data. The data structure is stored in a dictionary, and the positioning base station (underground positioning base station) ID is selected as the keyword of each data item in the dictionary. The data item includes the ID to quickly find the coordinates of the positioning base station, the lane ID where the positioning base station is located, and the midline point ID of the ranging signal direction of the positioning base station.

[0062] Step 1.3: Finally, the topological network of the lane and the data structure of the positioning base station are used to further construct the joint topological structure of the lane network and the positioning base station, such as Figure 4 As shown. The tunnel ID where the positioning base station is located forms a mapping relationship with the underground positioning base station ID, and the tunnel ID forms a mapping relationship with the midline point a and the midline point b in the tunnel ID where the positioning base station is located. To determine the unique mapping relationship between the positioning base station and the tunnel, the tunnel ID can be used to uniquely determine the positioning base station, and the positioning base station ID can be used to uniquely determine the tunnel.

[0063] Through the joint topological structure of the lane network and the positioning base station, the discrete positioning base station data and the lane data can be reorganized and associated, that is, the lane data and the positioning base station data are processed through topology to form a data topological association, which can quickly find the positioning base station associated with the lane center point through the lane center point ID, and quickly find the lane associated with the positioning base station and the two center points that constitute the lane through the positioning base station ID. In the data topological association, it is necessary to judge the initial coordinate offset difference. If the initial coordinate offset difference is judged to be small, simple projection correction is required; if the initial coordinate offset difference is judged to be large, proceed to the next step.

[0064] Step 2, accurate positioning of the lane: Then use the ranging information (positioning information) of the underground personnel / vehicle to locate the actual lane where the personnel / vehicle is located based on the positioning base station and the lane network topology. Accurately locating the lane where the personnel / vehicle is located is a prerequisite for ensuring the accuracy of the correction calculation. To achieve lane positioning, it is necessary to first calculate the potential positioning lane of the personnel / vehicle based on the positioning information of the personnel / vehicle, construct a set of potential positioning lanes for the personnel / vehicle, store these lanes in the set, and then select the lane with the smallest angle with the lane where the current positioning base station is located as the best positioning lane for the personnel / vehicle based on the condition of the smallest difference in ranging azimuth angle. The principle of lane positioning is as follows: Figure 5 shown.

[0065] The specific steps of step 2 are as follows:

[0066] Step 2.1: First, use the positioning base station data in the personnel / vehicle ranging information to find the personnel / vehicle initial positioning lane through the joint topology of the lane network and the positioning base station.

[0067] Step 2.2: Then determine the deviation D of the person / vehicle distance measurement relative to the lane centerline. t Whether it exceeds the distance between the positioning base station and the midline point of the ranging direction; in step 2.2, if the deviation D of the person / vehicle ranging relative to the lane centerline t If the distance between the positioning base station and the midline point of the ranging direction does not exceed 0.001, the initial positioning lane will be taken as the best positioning lane; if the deviation D of the personnel / vehicle ranging relative to the lane midline is t If the distance exceeds the positioning base station and the midline point of the ranging direction, proceed to the next step.

[0068] Step 2.3: Finally, based on the judgment result of step 2.2, if the deviation D of the person / vehicle distance measurement relative to the lane centerline is t If the distance between the positioning base station and the midline point of the ranging direction is less than the distance between the positioning base station and the midline point of the ranging direction, the initial positioning lane is taken as the best positioning lane, otherwise it is based on the initial positioning lane. When based on the initial positioning lane, the potential positioning lanes associated with the initial lane are searched according to the midline point ID of the ranging direction, and a potential positioning lane set is constructed. In the set, a lane with the smallest spatial angle with the current lane is selected as the potential positioning lane. The total length L of the potential positioning lanes is calculated and calculated iteratively until the total length L of the potential positioning lane is greater than the deviation D of the person / vehicle ranging relative to the lane centerline. t , the last lane in the potential positioning lane set is taken as the final positioning lane.

[0069] Step 3, correction solution: Finally, the correction coordinates of the personnel / vehicle are solved through the correction calculation model, and the correction coordinates of the personnel / vehicle are mapped to the center line of the lane in real time, which is convenient for monitoring the real-time working position of the personnel / vehicle in the precise positioning system.

[0070] The specific steps of step 3 are as follows:

[0071] Step 3.1, initial coordinate offset difference judgment: the first centerline point S of the base station ranging direction of the person / vehicle is taken as the reference point, and another centerline point associated with the first centerline point S is the second centerline point P. It should be noted that the first centerline point S is the centerline point of the base station ranging direction of the person / vehicle, and is also the reference point for the deviation correction calculation; the second centerline point P is another centerline point of the base station ranging direction of the person / vehicle. Figure 6 As shown, the deviation angle of the initial coordinate T of the person / vehicle from the center line of the lane (the deviation angle θ between the ranging signal and the lane) is calculated by the following formula (1). The calculation formula of the deviation angle θ between the ranging signal and the lane is as follows:

[0072]

[0073] in, It represents the ranging vector of the positioning base station in the lane direction, and its vector modulus is Represents the distance measurement vector of personnel / vehicles in the lane direction, and its vector modulus is Symbols and indications and Find the inner product.

[0074] Then, the deviation angle θ between the ranging signal and the lane is used to calculate the deviation D of the person / vehicle positioning from the lane centerline using the following formula (2): t , the deviation value D between the person / vehicle and the center line of the lane t The calculation formula is as follows:

[0075]

[0076] If the deviation of the person / vehicle distance measurement from the center line of the lane is D t If the distance is less than the lane radius r, the current real-time position of the person / vehicle is directly projected onto the lane centerline; if the deviation D of the person / vehicle distance measurement relative to the lane centerline t If it is greater than or equal to the roadway radius distance r, proceed to the next step.

[0077] Step 3.2: Calculate the deviation of the distance measurement relative to the lane centerline: Since the result of the correction is to map the coordinates to the lane centerline, it is necessary to calculate the deviation D of the person / vehicle distance measurement relative to the lane centerline. p .

[0078] like Figure 7 As shown in the figure, let D be the ranging data of the positioning base station, the first midline point S and the second midline point P are the two midline points corresponding to the two ranging directions of the positioning base station, respectively. The positioning base station R is located on the lane formed by the first midline point S and the second midline point P. The deviation angle ɑ between the ranging signal and the lane is manually configured. The projection coordinate R of the positioning base station on the lane centerline is calculated by the following formula (3): p , the projection coordinates R of the positioning base station on the center line of the lane p The calculation formula is as follows:

[0079]

[0080] In the formula, x S is the coordinate value of the first midline point S in the X direction; y S is the coordinate value of the first midline point S in the Y direction; Sis the coordinate value of the first midline point S in the Z direction; x P is the coordinate value of the second midline point P in the X direction; y P is the coordinate value of the second midline point P in the Y direction; P is the coordinate value of the second midline point P in the Z direction; R is the initial elevation value of the positioning base station R (known); c is the elevation scale constant required for calculation.

[0081] According to the following formula (4), based on the ranging data D of the positioning base station and the deviation angle ɑ between the ranging signal and the lane, the deviation D of the person / vehicle ranging relative to the lane centerline is calculated: p , the deviation D of the person / vehicle distance measurement relative to the center line of the lane p The calculation formula is as follows:

[0082] D p =D×cos(α) (4)

[0083] Step 3.3: Construct a set of potential positioning lanes: According to the ranging direction and positioning base station information, search for the midline point associated with the midline point of the ranging direction through the lane positioning base station topology network, and select the lane with the smallest spatial angle with the current lane in the set as the potential positioning lane. Iterate and calculate the total length of all the selected potential positioning lanes. When the total length is greater than the ranging deviation, stop the iteration.

[0084] Figure 8 To construct a schematic diagram of a potential positioning lane set, the black dashed box in the figure is a set of lane centerline points associated with the centerline point S where the ranging direction of the person / vehicle is located.

[0085]

[0086] The first midline point S in formula (5) is the midline point of the base station ranging direction of the personnel / vehicle, and is also the reference point for the deviation correction calculation; the projection coordinate R of the positioning base station on the lane centerline is p That is, the projection coordinates of the positioning base station on the center line of the lane, L RS is the projection coordinate R of the positioning base station on the centerline of the lane p The distance from the midline point (first midline point S) in the distance measurement direction of the base station of the person / vehicle; C is the calculated result value.

[0087] Step 3.4, Lane Positioning: First, use the positioning base station data in the personnel / vehicle ranging information to find the initial positioning lane through the joint topological structure of the lane network and the positioning base station; then determine the deviation D of the personnel / vehicle ranging relative to the lane centerline t Whether it exceeds the distance between the positioning base station and the midline point of the ranging direction, if the deviation of the person / vehicle ranging relative to the lane centerline Dt If the distance between the positioning base station and the midline point of the ranging direction does not exceed 0.001, the initial positioning lane will be taken as the best positioning lane; if the deviation D of the personnel / vehicle ranging relative to the lane midline is t If the distance between the positioning base station and the center point of the distance measurement direction exceeds the distance between the positioning base station and the center point of the distance measurement direction, the next step is entered; finally, according to the judgment result, if the deviation D of the personnel / vehicle distance measurement relative to the center line of the lane is t If the distance between the positioning base station and the midline point of the ranging direction is less than the distance between the positioning base station and the midline point of the ranging direction, the initial positioning lane is taken as the best positioning lane. Otherwise, based on the initial positioning lane, the potential positioning lanes associated with the initial lane are searched according to the midline point ID of the ranging direction, and a potential positioning lane set is constructed. A lane with the smallest spatial angle with the current lane is selected from the set as the potential positioning lane. The total length L of the potential positioning lanes is calculated and iterated until the total length L of the potential positioning lane is greater than the deviation D of the personnel / vehicle ranging relative to the lane centerline. t , the last lane in the potential positioning lane set is taken as the final positioning lane.

[0088] Step 3.5: Through the deviation correction calculation model, the lane positioning results of step 3.4 above and the deviation D of the person / vehicle distance measurement relative to the lane centerline are calculated. p The total length L of the potential positioning lane is used as the input parameter of the calculation model to solve the correction coordinates of the personnel / vehicle.

[0089] Assuming that the current base station ranging direction of the person / vehicle is the first centerline point S (the reference centerline point required for calculation), according to the calculation result C of step 3.3, it is determined whether the person / vehicle should be positioned in the current lane or in an adjacent lane.

[0090] according to Figure 8 As shown in the figure, when the calculation result C≤1, the parameters: the first centerline point S, the second centerline point P, the deviation D of the person / vehicle distance measurement relative to the centerline of the lane p , locate the length L of each lane in the lane set i Input the correction solution formula (6) to calculate the positioning correction coordinates T of the person / vehicle adjusted It should be noted that: the first centerline point S is the centerline point of the base station ranging direction of the person / vehicle, and is also the reference point for the correction calculation; the second centerline point P is another centerline point of the base station ranging direction associated with the first centerline point S, that is, another centerline point of the base station ranging direction of the person / vehicle.

[0091] Positioning and correction coordinates of personnel / vehicles T adjusted The calculation formula is as follows:

[0092]

[0093] in, Represents the ranging vector of the positioning base station in the lane direction, and the vector modulus is S represents the coordinates of the midline point of the base station ranging direction of the person / vehicle; n represents the number of lanes in the positioning lane set.

[0094] When the calculation result C>1, firstly, a potential positioning lane set is constructed based on the midline point (first midline point S) of the base station ranging direction of the personnel / vehicle and the lane network topology relationship, and the potential lane with the smallest angle with the initial positioning lane is selected as the best positioning lane in this set. Figure 8 For example, P1, P2 and P3 are the midline points adjacent to the midline point in the ranging direction. Specifically, P1 is the first associated midline point adjacent to the midline point in the ranging direction, P2 is the second associated midline point adjacent to the midline point in the ranging direction, and P3 is the third associated midline point adjacent to the midline point in the ranging direction. Lane SP2 has the smallest angle with the initial positioning lane PS, so lane SP2 is selected as the potential best positioning lane, and then return to step 3.3 to calculate, and replace the projection coordinates of the parameter positioning base station in formula (5) with the distance L of the midline point in the ranging direction of the person / vehicle RS The value is replaced with the length of lane SP2 to determine the difference between the person and vehicle distance measurement Is it less than the total length L of the potential positioning lane? If the personnel / vehicle distance difference If the total length of the potential positioning lane is less than L, the person / vehicle is corrected to lane SP2. Otherwise, the midline point (the first midline point S) where the base station ranging direction of the person / vehicle is located is replaced by point P2. The potential positioning lane set is reconstructed based on point P2, and the calculation is performed in step 3.3. The best potential positioning lane is calculated iteratively, and the parameter is used: the deviation D of the person / vehicle ranging relative to the lane centerline p , the total length L of the potential positioning lanes passed, and the two centerline points of the positioning lanes (the first centerline point S and the second centerline point P), and the deviation correction solution is completed by formula (6).

[0095] What has been described above is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician / vehicle familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. An underground positioning and deviation correction method based on a tunnel network and a positioning base station topology structure, characterized in that: It consists of three parts: topological network construction, lane precise positioning and deviation correction solution, including the following steps: Step 1: Build a topological structure: First, build a joint topological structure of the lane network and the positioning base station; Step 2: Accurately locate the lane: Then, the distance measurement information of the underground personnel / vehicle is used to locate the actual lane where the personnel / vehicle is located according to the positioning base station and the lane network topology structure; the specific steps of the second step are as follows: Step 2.1: First, use the positioning base station data in the personnel / vehicle ranging information to find the initial positioning lane of the personnel / vehicle through the joint topological structure of the lane network and the positioning base station; Step 2.2: Then determine the deviation D of the person / vehicle distance measurement relative to the lane centerline. t Whether the distance between the positioning base station and the midline point of the ranging direction exceeds the limit; Step 2.3: Finally, based on the initial positioning lane, search for potential positioning lanes associated with the initial lane according to the midline point ID of the ranging direction, build a potential positioning lane set, select a lane with the smallest spatial angle with the current lane as the potential positioning lane in the set, and calculate the total length L of the potential positioning lanes respectively, and iterate until the total length L of the potential positioning lane is greater than the deviation D of the person / vehicle ranging relative to the lane centerline t , taking the last lane in the potential positioning lane set as the final positioning lane; Step 3, correction solution: Finally, the correction coordinates of the personnel / vehicle are solved through the correction calculation model, and the correction coordinates of the personnel / vehicle are mapped to the center line of the lane in real time, which is convenient for monitoring the real-time working position of the personnel / vehicle in the precise positioning system.

2. The underground positioning and deviation correction method based on the tunnel network and positioning base station topology structure according to claim 1 is characterized in that: The specific steps of the first step are as follows: Step 1.1: First, we need to build the topological network structure of the underground tunnels; Step 1.2, then construct the positioning base station data structure using the configuration data of the positioning base station; Step 1.3: Finally, the topological network of the lane and the positioning base station data structure are used to further construct a joint topological structure of the lane network and the positioning base station.

3. The underground positioning and deviation correction method based on the tunnel network and positioning base station topology structure according to claim 2 is characterized in that: In the step 1.1, the underground tunnels are composed of mutually discrete centerline points in pairs, and the tunnel topology network is constructed using the adjacency relationship between the centerline points.

4. The underground positioning and deviation correction method based on the tunnel network and positioning base station topology structure according to claim 2 is characterized in that: In the step 1.2, the configuration data of the positioning base station includes the spatial position coordinates and the ranging direction.

5. The underground positioning and deviation correction method based on the tunnel network and positioning base station topology structure according to claim 2 is characterized in that: In the step 1.3, based on the association relationship between the positioning base station and the lane, the data structure of the positioning base station is used to construct a joint topology structure of the lane network and the positioning base station. Through this topology structure, the discrete positioning base station data and lane data can be reorganized and associated to determine the unique mapping relationship between the positioning base station and the lane. The positioning base station can be uniquely identified by the lane ID, and the lane can also be uniquely identified by the positioning base station ID.

6. The underground positioning and deviation correction method based on the tunnel network and positioning base station topology structure according to claim 1 is characterized in that: In step 2.2, if the deviation D of the person / vehicle distance measurement relative to the lane centerline is t If the distance between the positioning base station and the midline point of the ranging direction does not exceed 0.001, the initial positioning lane will be taken as the best positioning lane; if the deviation D of the personnel / vehicle ranging relative to the lane midline is t If the distance exceeds the positioning base station and the midline point of the ranging direction, proceed to the next step.

7. The underground positioning and deviation correction method based on the tunnel network and positioning base station topology structure according to claim 1 is characterized in that: The specific steps of the third step are as follows: Step 3.1, initial coordinate offset difference judgment: Take the first midline point S where the base station ranging direction of the person / vehicle is located as the reference point, and another midline point associated with the first midline point S as the second midline point P, calculate the offset angle of the initial coordinate T of the person / vehicle from the lane centerline, and then use the offset angle to calculate the deviation D of the person / vehicle positioning from the lane centerline. t ; Step 3.2: Calculate the deviation of the distance measurement relative to the lane centerline: Since the result of the correction is to map the coordinates to the lane centerline, it is necessary to calculate the deviation D of the person / vehicle distance measurement relative to the lane centerline. p ; Step 3.3: Lane positioning; Step 3.4: Through the deviation correction calculation model, the lane positioning results of step 3.3 above and the deviation D of the person / vehicle distance measurement relative to the lane centerline are calculated. p The total length L of the potential positioning lane is used as the input parameter of the calculation model to solve the correction coordinates of the personnel / vehicle.

8. The underground positioning and deviation correction method based on the tunnel network and positioning base station topology structure according to claim 7 is characterized in that: In step 3.1, if the deviation D of the person / vehicle distance measurement relative to the lane centerline is t If the distance is less than the lane radius r, the current real-time position of the person / vehicle is directly projected onto the lane centerline.

9. The underground positioning and deviation correction method based on the tunnel network and positioning base station topology structure according to claim 7 is characterized in that: In step 3.1, if the deviation D of the person / vehicle distance measurement relative to the lane centerline is t If it is greater than or equal to the roadway radius distance r, proceed to the next step.

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