A method for verifying dynamic positioning accuracy under high-speed displacement

Abstract

The present invention discloses a method for verifying the accuracy of dynamic positioning under high-speed displacement, which belongs to the technical field of high-speed displacement dynamic positioning accuracy verification. The UWB positioning host computer software is opened to read and save the ranging results and ranging time between the positioning card and the two test computers. The two test computers are connected to a mobile phone with a hotspot turned on via WiFi. The test personnel at both ends synchronize and calibrate the test computers with the Internet time. The test vehicle enters the positioning substation identification coverage area from a distance and passes through 10 test points in sequence. Each time it is completed, the computers at both ends save the data once. This is repeated three times. The UWB ranging results and ranging time saved by the test computer at the positioning substation are compared with the photoelectric sensor trigger time record saved by the vehicle end. The UWB ranging results corresponding to each positioning card within 1 second before and after the sensor is triggered are found. After the ranging results are subtracted from the actual distance of the test point, the dynamic positioning error can be verified.

Description

Technical Field

[0001] The present invention relates to the technical field of high-speed displacement dynamic positioning accuracy verification, and more specifically, to a dynamic positioning accuracy verification method under high-speed displacement. Background Art

[0002] In August 2021, the National Safety Marking Center for Mining Products issued the document "National Safety Marking Center (2021) No. 58", which introduced the latest technical standards for the precise positioning system of underground personnel in coal mines. "The maximum dynamic positioning error of the precise positioning system for underground personnel in coal mines should not exceed 7.3m." The specific test plan proposed in "Safety Marking Inspection Plan for Underground Personnel Positioning Systems in Coal Mines 2021-GG2021009_3" is: within the 500-meter recognition coverage range of the UWB positioning substation, multiple test points are set near the substation, at the two boundaries of the substation positioning area, and in the middle of the two boundaries of the substation and the positioning area; carry the maximum number of concurrent positioning cards (no less than 80), pass through the test points at the same time at a displacement speed of 7m / s, test three times, and calculate the difference between the measured position and the actual position of all positioning cards. The maximum difference is the maximum dynamic error.

[0003] The technical documents and test plans published on the Internet do not propose specific test verification methods to determine whether the difference between the UWB ranging result between the positioning card and the positioning substation and the actual position reached is within 7.3 meters at the instant when the positioning card passes the test point at a speed of 7m / s, and whether the difference between the UWB ranging result between the positioning card and the positioning substation and the actual position reached is within 7.3 meters. Currently, there are no scientific methods and devices available on the market for verifying dynamic positioning accuracy. The current market judgment method is to generate multiple positioning data and then calculate the average value of the overall test data. The final calculated data of the average value is roughly used as the dynamic positioning accuracy. In actual overall test data, there are often large positioning errors at individual points. Using the average value as the verification method for overall dynamic accuracy is less accurate and cannot output the positioning accuracy of a single test point. It is not suitable for use scenarios with very high accuracy requirements. A more scientific method and device need to be invented to verify the maximum dynamic positioning error.

[0004] To this end, we propose a dynamic positioning accuracy verification method under high-speed displacement. Summary of the Invention

[0005] Technical problems to be solved

[0006] The purpose of the present invention is to provide a method for verifying dynamic positioning accuracy under high-speed displacement to solve the problems raised in the above background technology. Technical Solution

[0007] A method for verifying dynamic positioning accuracy under high-speed displacement includes the following steps:

[0008] S1: On a smooth, essentially curvature-free outdoor road, a positioning substation is mounted on a tripod. With the substation's location at 0 meters, a total station is used to measure 10 test points with uneven spacing within the 500-meter range covered by the substation. The actual distances between the test points and the positioning substation are marked on the road surface.

[0009] S2: Place the reflector fixing bracket and attach the fixed reflector to the bracket. Set all 80 positioning cards to measure the distance with the positioning substation once per second. After completion, fix them through 10 strips of epoxy resin board. Then fix the epoxy resin board to the positioning truck bracket. Finally, fix the vehicle bracket to the top of the vehicle.

[0010] S3: Attach the photoelectric sensor to the side of the vehicle and perform measurements while the vehicle is in motion. Then, connect the photoelectric sensor to a switch conversion module, which is then connected to the vehicle-side test computer via Ethernet. The test computer then opens a debugging tool to read and save the trigger time between the photoelectric sensor and the reflector.

[0011] S4: Connect the positioning substation to the substation test computer via an Ethernet cable, and open the UWB positioning host computer software to read and save the ranging results and ranging time between the positioning card and the positioning card;

[0012] S5: Two test computers are connected to a mobile phone with a hotspot enabled via WiFi. Testers at both ends synchronize and calibrate the Internet time of the test computers.

[0013] S6: The test vehicle enters the coverage area of ​​the positioning substation from a distance and passes through 10 test points in sequence. Each time it completes a test, the computers at both ends save the data once. This process is repeated three times.

[0014] S7: Compare the UWB ranging results and ranging time saved by the test computer at the positioning substation with the photoelectric sensor triggering time record saved at the vehicle end, and find the UWB ranging results corresponding to each positioning card within 1 second before and after the sensor is triggered. After subtracting the ranging results from the actual distance of the test point, the dynamic positioning error can be verified.

[0015] As a preferred solution of the method for verifying dynamic positioning accuracy under high-speed displacement described in the present invention, in step S2, 10 test points are arranged at the edge of the road surface, and reflective plate fixing brackets are placed on the corresponding road sides;

[0016] Based on the above technical features: by setting up 10 test points, the test vehicle can be better inspected during the operation of the vehicle.

[0017] As a preferred solution of the method for verifying dynamic positioning accuracy under high-speed displacement described in the present invention, the photoelectric sensor model is Omron E3JK-RN11-C, the reflector model is Omron E39-R1, and the switch quantity acquisition and conversion module model is ZLAN ZLAN6842;

[0018] Based on the above technical features: the photoelectric sensor, reflector and switch quantity acquisition and conversion module are placed in the required working position and tested to avoid the phenomenon of incomplete data statistics during the test process.

[0019] As a preferred solution of the method for verifying dynamic positioning accuracy under high-speed displacement of the present invention, wherein: the arrangement direction of the 10 epoxy resin plates is perpendicular to the side of the vehicle;

[0020] Based on the above technical features: avoid the increase of ranging error caused by the wrong placement direction of the positioning card.

[0021] As a preferred solution of the method for verifying dynamic positioning accuracy under high-speed displacement described in the present invention, wherein: in step S6, the driving speed of the test vehicle is set to 25.2 kilometers per hour;

[0022] Based on the above technical features: the vehicle's cruise control function is used to limit its driving speed, so that the vehicle can keep moving in a straight line, and the driver can better control it at a slower speed.

[0023] As a preferred solution of the method for verifying dynamic positioning accuracy under high-speed displacement described in the present invention, the test vehicle is an electric vehicle with a cruise control function;

[0024] Based on the above technical features: electric vehicles with cruise control function can travel at the speed set by the driver without stepping on the accelerator. The driver only needs to grasp the steering wheel to control the direction, so as to better control the driving distance and direction of the electric vehicle.

[0025] As a preferred solution of the method for verifying dynamic positioning accuracy under high-speed displacement described in the present invention, wherein: the vehicle-mounted fixed bracket can accommodate at least 80 positioning cards;

[0026] Based on the above technical features: by placing multiple positioning cards, the movement information of the vehicle can be better collected during driving.

[0027] As a preferred solution of the method for verifying dynamic positioning accuracy under high-speed displacement described in the present invention, in which: in step S3, measurement is performed while driving, so that the position of the vehicle is aligned with the positioning card and is consistent with the height of the reflector deployed for road testing.

[0028] Based on the above technical features: it can ensure the collection of measurement data to the greatest extent.

[0029] As a preferred solution of the method for verifying dynamic positioning accuracy under high-speed displacement described in the present invention, wherein: the debugging tool in step S3 is TCP / UDP;

[0030] Based on the above technical features: it is possible to read and save the trigger time between the photoelectric sensor and the reflector to the greatest extent possible, and calculate the data. Beneficial effects

[0031] Compared with the prior art, the advantages of the present invention are:

[0032] 1. The trigger time of the photoelectric sensor encountering the reflector is within 10ms, and the time for the photoelectric sensor to receive the trigger signal, convert it into Ethernet data and store it in the test computer is within 10ms. The two add up to a maximum delay of 20ms, which is converted into a distance of 0.14 meters and an error rate of 1.9%, which meets the test requirements.

[0033] 2. Use the light trigger of the optical sensor to determine the exact time when the positioning card passes the test point (accurate to milliseconds). Once the time is determined, the positioning results of each positioning card closest to this time can be synchronously determined, and the data is reliable and trustworthy.

[0034] 3. Photoelectric sensors, reflectors, and switch conversion modules are all low-cost, easily available, and highly stable components, which can ensure the best test results of the dynamic positioning error by minimizing manpower and cost investment.

[0035] 4. This method completely covers the fixtures, fixtures, test instruments and test software required to complete this performance test, and can fully guide and support the successful completion of dynamic positioning error tests in similar scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 This is a test point layout diagram of a method for verifying dynamic positioning accuracy under high-speed displacement according to the present invention;

[0037] Figure 2 This is an overall composition diagram of a dynamic positioning accuracy verification method under high-speed displacement according to the present invention;

[0038] Figure 3 This is a schematic diagram of the structure of a positioning truck-mounted bracket in a dynamic positioning accuracy verification method under high-speed displacement according to the present invention. DETAILED DESCRIPTION

[0039] See also Figure 1-3 , the present invention provides a technical solution:

[0040] A method for verifying dynamic positioning accuracy under high-speed displacement includes the following steps:

[0041] S1: On a smooth, essentially curvature-free outdoor road, a positioning substation is mounted on a tripod. With the substation's location at 0 meters, a total station is used to measure 10 test points with uneven spacing within the 500-meter range covered by the substation. The actual distances between the test points and the positioning substation are marked on the road surface.

[0042] S2: Place the reflector fixing bracket and attach the fixed reflector to the bracket. Set all 80 positioning cards to measure the distance with the positioning substation once per second. After completion, fix them through 10 strips of epoxy resin board. Then fix the epoxy resin board to the positioning truck bracket. Finally, fix the vehicle bracket to the top of the vehicle.

[0043] S3: Attach the photoelectric sensor to the side of the vehicle and perform measurements while the vehicle is in motion. Then, connect the photoelectric sensor to a switch conversion module, which is then connected to the vehicle-side test computer via Ethernet. The test computer then opens a debugging tool to read and save the trigger time between the photoelectric sensor and the reflector.

[0044] S4: Connect the positioning substation to the substation test computer via an Ethernet cable, and open the UWB positioning host computer software to read and save the ranging results and ranging time between the positioning card and the positioning card;

[0045] S5: Two test computers are connected to a mobile phone with a hotspot enabled via WiFi. Testers at both ends synchronize and calibrate the Internet time of the test computers.

[0046] S6: The test vehicle enters the coverage area of ​​the positioning substation from a distance and passes through 10 test points in sequence. Each time it completes a test, the computers at both ends save the data once. This process is repeated three times.

[0047] S7: Compare the UWB ranging results and ranging time saved by the test computer at the positioning substation with the photoelectric sensor triggering time record saved at the vehicle end, and find the UWB ranging results corresponding to each positioning card within 1 second before and after the sensor is triggered. After subtracting the ranging results from the actual distance of the test point, the dynamic positioning error can be verified.

[0048] Example 1

[0049] In step S2, 10 test points are arranged along the edge of the road surface, and reflector fixing brackets are placed on the corresponding roadside. The 10 test points can better detect the test vehicle during the vehicle operation. The photoelectric sensor model is Omron E3JK-RN11-C, the reflector model is Omron E39-R1, and the switch quantity acquisition and conversion module model is ZLAN ZLAN6842. The photoelectric sensor, reflector, and switch quantity acquisition and conversion module are placed in the required working position and tested to avoid the phenomenon of incomplete data statistics during the test process. The trigger time of the photoelectric sensor encountering the reflector is within 10ms, and the time for the photoelectric sensor to convert the trigger signal into Ethernet data and store it in the test computer is within 10ms. The two add up to a maximum delay of 20ms, which is converted into a distance of 0.14 meters, with an error rate of 1.9%, which meets the test requirements. The light trigger of the light sensor is used to determine the exact time (accurate to milliseconds) when the positioning card passes the test point. Once the time is determined, the positioning results of each positioning card closest to this time can be synchronously determined, and the data is reliable and trustworthy.

[0050] Example 2

[0051] The 10 epoxy resin plates are arranged perpendicular to the side of the vehicle; this can prevent the increase in ranging error caused by the incorrect placement of the positioning card. The photoelectric sensor, reflector, and switch conversion module are all low-cost, easily available, and highly stable components. The optimal test effect of the dynamic positioning error can be guaranteed by minimizing manpower and cost investment. In step S6, the test vehicle's speed is set to 25.2 kilometers per hour. The vehicle's cruise control function limits its speed to keep the vehicle moving straight and at a slower speed, allowing the driver to better control it. The test vehicle is an electric vehicle with a cruise control function; an electric vehicle with a cruise control function can travel at the speed set by the driver without stepping on the accelerator. The driver only needs to grasp the steering wheel to control the direction, better controlling the electric vehicle's travel distance and direction.

[0052] Example 3

[0053] The vehicle-mounted mounting bracket can accommodate at least 80 positioning cards. By placing multiple positioning cards, better information can be collected about the vehicle's movement while it's in motion. In step S3, measurements are performed while the vehicle is in motion, ensuring that the vehicle's position is aligned with the positioning cards and at the same height as the reflective panels deployed for road testing. This ensures maximum measurement data collection. The debugging tool in step S3 uses TCP / UDP. This allows for maximum reading and storage of the triggering time between the photoelectric sensor and the reflector, as well as calculations based on this data.

[0054] The above shows and describes the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely preferred examples of the present invention and are not intended to limit the present invention. Various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and improvements fall within the scope of the present invention. The scope of protection claimed in the present invention is defined by the appended claims and their equivalents.

Claims

1. A method for verifying dynamic positioning accuracy under high-speed displacement, characterized by: The following steps are involved: S1: On a smooth, essentially curvature-free outdoor road, a positioning substation is mounted on a tripod. With the substation's location at 0 meters, a total station is used to measure 10 test points with uneven spacing within the 500-meter range covered by the substation. The actual distances between the test points and the positioning substation are marked on the road surface. S2: Place the reflector fixing bracket and attach the fixed reflector to the bracket. Set all 80 positioning cards to measure the distance with the positioning substation once per second. After completion, fix them through 10 strips of epoxy resin board. Then fix the epoxy resin board to the positioning truck bracket. Finally, fix the vehicle bracket to the top of the vehicle. S3: Attach the photoelectric sensor to the side of the vehicle and perform measurements while the vehicle is in motion. Then, connect the photoelectric sensor to a switch conversion module, which is then connected to the vehicle-side test computer via Ethernet. The test computer then opens a debugging tool to read and save the trigger time between the photoelectric sensor and the reflector. S4: Connect the positioning substation to the substation test computer via an Ethernet cable, and open the UWB positioning host computer software to read and save the ranging results and ranging time between the positioning card and the positioning card; S5: Two test computers are connected to a mobile phone with a hotspot enabled via WiFi. Testers at both ends synchronize and calibrate the Internet time of the test computers. S6: The test vehicle enters the coverage area of ​​the positioning substation from a distance and passes through 10 test points in sequence. Each time it completes a test, the computers at both ends save the data once. This process is repeated three times. S7: Compare the UWB ranging results and ranging time saved by the test computer at the positioning substation with the photoelectric sensor triggering time record saved at the vehicle end, and find the UWB ranging results corresponding to each positioning card within 1 second before and after the sensor is triggered. After subtracting the ranging results from the actual distance of the test point, the dynamic positioning error can be verified.

2. The method for verifying dynamic positioning accuracy under high-speed displacement according to claim 1, characterized in that: In step S2, 10 test points are arranged at the edge of the road surface, and reflector fixing brackets are placed on the corresponding road sides.

3. The method for verifying dynamic positioning accuracy under high-speed displacement according to claim 1, characterized in that: The photoelectric sensor model is Omron E3JK-RN11-C, the reflector model is Omron E39-R1, and the switch quantity acquisition and conversion module model is ZLAN ZLAN6842.

4. The method for verifying dynamic positioning accuracy under high-speed displacement according to claim 1, characterized in that: The 10 epoxy resin plates are arranged in a direction perpendicular to the side of the vehicle.

5. The method for verifying dynamic positioning accuracy under high-speed displacement according to claim 1, characterized in that: In step S6, the driving speed of the test vehicle is set to 25.2 km / h.

6. The method for verifying dynamic positioning accuracy under high-speed displacement according to claim 1, characterized in that: The test vehicle is an electric vehicle with a cruise control function.

7. The method for verifying dynamic positioning accuracy under high-speed displacement according to claim 1, characterized in that: The vehicle-mounted fixing bracket can accommodate at least 80 positioning cards.

8. The method for verifying dynamic positioning accuracy under high-speed displacement according to claim 1, characterized in that: In step S3, measurements are performed while the vehicle is in motion, so that the position of the vehicle is aligned with the positioning card and is at the same height as the reflective panels deployed for road testing.

9. The method for verifying dynamic positioning accuracy under high-speed displacement according to claim 1, characterized in that: The debugging tool in step S3 is TCP / UDP.

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