A method, system and storage medium for positioning a heavy-load railway locomotive

Abstract

The present invention provides a positioning method, system and storage medium for a heavy-load railway locomotive, and relates to the field of railway locomotive positioning. The method comprises: when the heavy-load railway locomotive is running on a railway, the heavy-load railway locomotive is positioned by a first fusion positioning method, specifically comprising: using two fusion positioning sub-methods, positioning and determining the corrected position of a positioning antenna installed on the heavy-load railway locomotive under respective corresponding conditions, the corrected position including the longitude, latitude and elevation of the positioning antenna, calibrating the corrected position by the longitude and latitude height curve of the railway centerline corresponding to the railway, and obtaining the position of the heavy-load railway locomotive; when the heavy-load railway locomotive cannot be positioned by the first fusion positioning method, the heavy-load railway locomotive is positioned based on the second fusion positioning method, and the position of the heavy-load railway locomotive is obtained, thereby realizing long-term stable positioning of the entire line.

Description

Technical Field

[0001] The present invention relates to the field of railway locomotive positioning, and in particular to a positioning method, system and storage medium for a heavy-load railway locomotive. Background Art

[0002] Heavy-haul railways play a role as a stabilizer and ballast in ensuring a secure and stable national energy supply. Ensuring transport safety is a top priority for heavy-haul railway management and a fundamental requirement for supporting the dual-circulation development model. As heavy-haul railway line infrastructure continues to operate for extended periods and increasing demand for transport, the burden of line inspection, maintenance, and construction is arduous. The diverse and complex nature of the maintenance machinery involved creates high requirements for operators, and operations span a wide range of time, space, and distribution, resulting in a relatively weak foundation for transport safety.

[0003] Railway transport safety refers to the ability to control losses of people and property to acceptable levels through the implementation of various effective measures during the railway transport production process. Currently, railway transport safety generally relies on human air defense, and the implementation of operating rules and regulations cannot be automatically and effectively monitored. The combined effects of these factors, including overlapping construction, harsh construction environments, short construction schedules, and heavy workloads for equipment management departments, have placed significant pressure on railway transport safety production and management.

[0004] Most railway construction and on-track worker management and safety monitoring methods still rely primarily on human defense. Construction areas are manually defined based on the mileage range specified in the daily construction plan, and safety monitoring and management of workers are performed by construction supervisors and safety officers. Station liaison officers are stationed at stations near construction and maintenance sites, maintaining constant contact with the supervisors and safety officers to report train status. When a locomotive approaches, the station liaison officers communicate with the on-site safety officers and construction safety supervisors via intercom, providing only one-way safety protection and lacking mutual control. This protection method fails to provide dynamic monitoring of personnel and vehicles and reliable early warning. Accidents are prone to occur in situations such as inclement weather, poor communication, negligence by on-site safety officers, negligence by construction supervisors, and workers' lack of information about passing trains.

[0005] Therefore, in order to achieve dynamic monitoring and reliable early warning of locomotives, there is an urgent need for a reliable, real-time, continuous and uninterrupted high-precision positioning method for locomotives along the entire line. Summary of the Invention

[0006] The present invention provides a positioning method, system and storage medium for heavy-load railway locomotives, which can solve the technical problem in the prior art that "when a locomotive approaches, the station liaison officer can only communicate with the on-site safety guard and the construction safety person in charge through a walkie-talkie, which can only achieve one-way safety protection, lacks mutual control, cannot realize dynamic monitoring of people and vehicles and reliable early warning, and cannot locate the heavy-load railway locomotive in real time."

[0007] To achieve the above-mentioned objectives, the present invention provides a first aspect of a positioning method for a heavy-haul railway locomotive, comprising:

[0008] When a heavy-haul railway locomotive is running on a railway, positioning the heavy-haul railway locomotive using a first fusion positioning method specifically includes:

[0009] Determining the corrected position of a positioning antenna installed on the heavy-haul railway locomotive by using two fused positioning sub-methods under respective corresponding conditions, the corrected position including the longitude, latitude, and elevation of the positioning antenna, and calibrating the corrected position using a longitude, latitude, and elevation curve of a railway centerline corresponding to the railway to obtain the position of the heavy-haul railway locomotive;

[0010] When the heavy-load railway locomotive cannot be positioned using the first fusion positioning method, the heavy-load railway locomotive is positioned based on the second fusion positioning method to obtain the position of the heavy-load railway locomotive, wherein the second fusion positioning method is jointly formed based on the first fusion positioning method and the locomotive operation parameters of the locomotive operation monitoring device.

[0011] As a second aspect of the present invention, the present invention provides a positioning system for a heavy-haul railway locomotive, comprising:

[0012] The first positioning subsystem is used to locate the heavy-haul railway locomotive when the heavy-haul railway locomotive is running on the railway. The first positioning subsystem is used to:

[0013] Determine, by means of two fused positioning subunits, a corrected position of a positioning antenna installed on the heavy-haul railway locomotive under respective corresponding conditions, the corrected position including the longitude, latitude, and elevation of the positioning antenna, and calibrate the corrected position using a longitude, latitude, and elevation curve of a railway centerline corresponding to the railway to obtain the position of the heavy-haul railway locomotive;

[0014] The second positioning subsystem is used to locate the heavy-load railway locomotive based on the second positioning subsystem when the heavy-load railway locomotive cannot be located by the first positioning subsystem, so as to obtain the position of the heavy-load railway locomotive, wherein the second positioning subsystem is formed based on the method corresponding to the first positioning subsystem and the locomotive operation parameters of the locomotive operation monitoring device.

[0015] As a third aspect of the present invention, the present invention provides a computer-readable storage medium, which stores one or more programs, and when the one or more programs are executed by a computer device, the computer device executes the aforementioned positioning method for heavy-load railway locomotives.

[0016] The advantages of the present invention are as follows: the first fusion positioning method can realize the positioning of heavy-loaded railway locomotives in the entire line, including open spaces and shielded scenes. When the first fusion positioning method cannot locate the heavy-loaded railway locomotive, especially when the heavy-loaded railway locomotive is located in a shielded scene, the heavy-loaded railway locomotive is further positioned based on the second fusion positioning method, and the long-term stable positioning of the heavy-loaded railway locomotive in the entire line can still be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and other objects, features, and advantages of the present application will become more apparent by describing in detail exemplary embodiments thereof with reference to the accompanying drawings. The drawings described below are merely some embodiments of the present application, and it is apparent to those skilled in the art that other drawings can be derived from these drawings without inventive effort.

[0018] Figure 1 A flowchart schematically illustrates a method for positioning a heavy-haul railway locomotive according to an embodiment of the present invention;

[0019] Figure 2 A logical structure diagram of a positioning system for a heavy-haul railway locomotive according to an embodiment of the present invention is schematically shown;

[0020] Figure 3 The diagram schematically illustrates an early warning terminal for a heavy-haul railway locomotive used in implementing a positioning method for a heavy-haul railway locomotive according to an embodiment of the present invention;

[0021] Figure 4 The diagram schematically shows the continuity equations of the centerline mileage and longitude and latitude heights of the railway and the longitude and latitude height curves of the railway centerline according to an embodiment of the present invention. DETAILED DESCRIPTION

[0022] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be embodied in many forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete and will fully convey the concepts of the example embodiments to those skilled in the art. Like reference numerals in the drawings represent like or similar parts, and thus repeated description thereof will be omitted.

[0023] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner.In the following description, many specific details are provided so as to provide a full understanding of the embodiments of the present application. However, it will be appreciated by those skilled in the art that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps etc. can be adopted. In other cases, known methods, devices, implementations or operations are not shown or described in detail to avoid blurring the various aspects of the application.

[0024] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically separate entities. That is, these functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0025] The flowcharts shown in the accompanying drawings are for illustrative purposes only and do not necessarily include all contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may be decomposed, while others may be combined or partially combined. Therefore, the actual execution order may vary depending on the actual situation.

[0026] It should be understood that although the terms first, second, third, etc. may be used herein to describe various components, these components should not be limited by these terms. These terms are used to distinguish one component from another. Thus, the first component discussed below could be referred to as the second component without departing from the teachings of the present invention. As used herein, the term "and / or" includes any one and all combinations of one or more of the associated listed items.

[0027] Those skilled in the art will understand that the drawings are merely schematic diagrams of example embodiments, and the modules or processes in the drawings are not necessarily necessary for implementing the present application, and therefore cannot be used to limit the scope of protection of the present application.

[0028] like Figure 1 As shown, in combination with an embodiment of the present invention, a method for positioning a heavy-load railway locomotive is provided, comprising:

[0029] S101: When a heavy-haul railway locomotive is running on a railway, positioning the heavy-haul railway locomotive using a first fusion positioning method, specifically including:

[0030] Determining the corrected position of a positioning antenna installed on the heavy-haul railway locomotive by using two fused positioning sub-methods under respective corresponding conditions, the corrected position including the longitude, latitude, and elevation of the positioning antenna, and calibrating the corrected position using a longitude, latitude, and elevation curve of a railway centerline corresponding to the railway to obtain the position of the heavy-haul railway locomotive;

[0031] S102: When the heavy-load railway locomotive cannot be positioned using the first fusion positioning method, the heavy-load railway locomotive is positioned based on a second fusion positioning method to obtain the position of the heavy-load railway locomotive, wherein the second fusion positioning method is jointly formed based on the first fusion positioning method and the locomotive operation parameters of the locomotive operation monitoring device.

[0032] Railway lines are vast and stretch across diverse geographical environments, encompassing both open spaces like vast plains and mountainous terrain. Furthermore, they also include numerous hidden spaces such as stations and tunnels. These complex and ever-changing environments present unique challenges for reliable and accurate positioning of locomotives along the entire route.

[0033] The first fusion positioning method can realize the positioning of heavy-loaded railway locomotives throughout the entire line, including open spaces and shielded scenes. When the first fusion positioning method cannot locate the heavy-loaded railway locomotive, especially when the heavy-loaded railway locomotive cannot be positioned in a shielded scene, the heavy-loaded railway locomotive is further positioned based on the second fusion positioning method, and the long-term stable positioning of the heavy-loaded railway locomotive on the entire line can still be achieved.

[0034] Specifically, the positioning method of the heavy-load railway locomotive is implemented by the positioning and warning terminal of the heavy-load railway locomotive, and the positioning and warning terminal includes: an on-board positioning terminal, an on-board display terminal and an on-board antenna, such as Figure 3 As shown, the vehicle-mounted positioning terminal is installed in the locomotive integrated cabinet, and the vehicle-mounted antenna is installed above the outside of the locomotive.

[0035] The onboard positioning terminal is connected to the onboard antenna via a signal cable, and receives Beidou satellite positioning signals, HAAPH positioning signals, and 4G and 5G wireless communication network signals through the onboard antenna. The onboard positioning terminal includes a memory that stores various data related to the heavy-haul locomotive's positioning, including the centerline mileage and latitude and longitude of the railway line on which the heavy-haul locomotive is operating.

[0036] Preferably, in S101, calibrating the corrected position by using the longitude and latitude height curve of the railway centerline corresponding to the railway to obtain the position of the heavy-haul railway locomotive includes:

[0037] Calculate the minimum vertical projection point from the corrected position onto the longitude, latitude, and elevation curve of the railway centerline corresponding to the railway, and use the minimum vertical projection point as the heavy-haul locomotive position. The projection point parameters include longitude, latitude, and elevation. Because heavy-haul locomotives must operate on the railway, the point that ultimately passes through the railway centerline is used as the heavy-haul locomotive position.

[0038] Preferably, the fusion positioning sub-method includes a fusion positioning sub-method based on Beidou satellite positioning;

[0039] In S101, the method of determining the corrected position of the positioning antenna installed on the heavy-haul railway locomotive under respective corresponding conditions by using the two fusion positioning sub-methods includes:

[0040] At each positioning moment during the operation of the heavy-haul railway locomotive on the railway, the heavy-haul railway locomotive receives a Beidou satellite signal through a positioning antenna provided on the heavy-haul railway locomotive. When the positioning antenna is able to receive the Beidou satellite signal, it indicates that the heavy-haul railway locomotive is in an open space. The antenna position of the positioning antenna is determined according to the Beidou satellite signal received by the positioning antenna at the positioning moment.

[0041] At each positioning moment during the operation of the heavy-haul railway locomotive on the railway, the inertial navigation unit provided on the heavy-haul railway locomotive collects the angular acceleration and linear acceleration of the heavy-haul railway locomotive, and calculates the antenna position of the positioning antenna based on the angular acceleration and the linear acceleration;

[0042] The antenna position determined based on Beidou satellite positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit are fused and solved by an extended Kalman filter, wherein the fusion solution refers to assigning different weight parameters to the antenna position determined based on Beidou satellite positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit by an extended Kalman filter, establishing a first antenna position prediction model, and continuously updating the first antenna position prediction model through a prediction step and an update step, in the prediction step, predicting the antenna position at the next positioning moment based on the first antenna position prediction model, and in the update step, using the antenna position determined by Beidou satellite positioning to correct the weight parameters in the first antenna position prediction model;

[0043] When the heavy-load railway locomotive is in an open space, the corrected position of the positioning antenna at the next positioning moment is calculated based on the first antenna position prediction model at the previous positioning moment.

[0044] The positioning result of Beidou satellite positioning is actually the phase center of the positioning antenna, that is, the antenna position of the positioning antenna.

[0045] The Beidou satellite positioning system is prone to signal lock loss under high-dynamic conditions. (The positioning module uses a phase-locked loop to capture signals from Beidou satellites. Loss of lock means it cannot continuously capture satellite signals, resulting in positioning failure.) This results in positioning loss. Signals are easily blocked, weakened, and reflected by buildings, terrain, and trees, resulting in inconsistent signal continuity. High dynamics refer to the rapid movement of the object being located. The faster the speed, the less stable the positioning.

[0046] An inertial navigation unit (IMU) is installed in the vehicle-mounted positioning terminal for inertial navigation and positioning. Inertial navigation and positioning is a navigation and positioning technology that uses a three-axis gyroscope and a three-axis accelerometer as sensors. It provides high-frequency angular velocity and acceleration information. Its advantages are autonomous stability, resistance to interference, continuous high-bandwidth navigation results, and low short-term noise. However, its disadvantage is that navigation accuracy decreases over time.

[0047] Therefore, an extended Kalman filter (EKF) is used as a fusion positioning algorithm, and Beidou satellite positioning and inertial navigation unit positioning are utilized. The number of positioning satellites, position precision factor, positioning type, etc. are used as input parameters of the EKF. These parameters are actually related to positioning accuracy. During the continuous iteration process of the EKF, the impact of these parameters on the estimated results will be automatically evaluated to obtain a first antenna position prediction model. When the heavy-load railway locomotive is in an open space, the corrected position of the positioning antenna at the next positioning moment is calculated based on the first antenna position prediction model at the previous positioning moment. This solves the problem of position loss such as short-term loss of lock in Beidou satellite positioning, improves the stability and accuracy of Beidou satellite positioning, and realizes continuous high-precision positioning of the heavy-load railway locomotive along the entire line.

[0048] The BeiDou satellite signals come from the BeiDou positioning system, which provides global temporal and spatial services, making it suitable for open-space positioning along railway lines. Combined with real-time kinematic (RTK) technology, it achieves centimeter-level high-precision positioning. The main advantage of the BeiDou positioning system is its high long-term positioning accuracy, with positioning errors that do not accumulate over time.

[0049] Differential positioning assists Beidou satellite positioning to achieve the specific steps of heavy-haul railway locomotive positioning:

[0050] 1. Data acquisition: Receive BeiDou satellite signals at a reference station (base station) with a known precise location and record relevant data of the BeiDou satellite signals (such as pseudorange and phase information);

[0051] 2. Data transmission: Transmitting the relevant data of the Beidou satellite signals received by the reference station to the ground central station or user receiver (mobile station);

[0052] 3. Differential processing: In the ground central station or user receiver, the data from the reference station and the user receiver are differentially processed. By comparing the data from the two, some common errors (such as satellite clock error, atmospheric delay, etc.) can be eliminated or reduced.

[0053] 4. Calculate differential corrections: Calculate differential corrections based on the data difference between the reference station and the user receiver. These corrections will be used to correct the positioning results of the user receiver.

[0054] 5. Positioning solution: The user receiver combines the relevant data of the received Beidou satellite signal with the differential correction number to perform positioning solution. This can significantly improve positioning accuracy;

[0055] 6. Output results: Ultimately, the user receiver will output the corrected positioning result, which is more accurate than the positioning of Beidou satellites alone.

[0056] The differential positioning service used can be self-built, establishing base stations along the railway line and then building a ground central station. Alternatively, a service provider can use a platform built by a service provider, such as Qianxun, Liufen, or China Mobile, which can provide differential services across most of China.

[0057] Preferably, the fusion localizer method includes a fusion localizer method based on HAAPH system localization;

[0058] The method of determining the corrected position of the positioning antenna installed on the heavy-load railway locomotive by fusing the two positioning sub-methods under respective corresponding conditions further includes:

[0059] At each positioning moment during the operation of the heavy-haul railway locomotive on the railway, the heavy-haul railway locomotive receives a signal from the HAAPH system through a positioning antenna provided on the heavy-haul railway locomotive. When the positioning antenna is able to receive the signal from the HAAPH system, it indicates that the heavy-haul railway locomotive is in a shielding scene. The antenna position of the positioning antenna is determined according to the signal from the HAAPH system received by the positioning antenna at the positioning moment.

[0060] At each positioning moment during the operation of the heavy-haul railway locomotive on the railway, the inertial navigation unit provided on the heavy-haul railway locomotive collects the angular acceleration and linear acceleration of the heavy-haul railway locomotive, and calculates the antenna position of the positioning antenna based on the angular acceleration and the linear acceleration;

[0061] The antenna position determined based on the HAAPH system positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit are fused and solved by an extended Kalman filter, wherein the fusion solution refers to assigning different weight parameters to the antenna position determined based on the HAAPH system positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit by an extended Kalman filter, establishing a second antenna position prediction model, and continuously updating the second antenna position prediction model through a prediction step and an update step. In the prediction step, the antenna position at the next positioning moment is predicted based on the second antenna position prediction model, and in the update step, the antenna position determined by the HAAPH system positioning is used to correct the weight parameters in the second antenna position prediction model;

[0062] When the heavy-load railway locomotive is in a shielded scene, the corrected position of the positioning antenna at the next positioning moment is calculated based on the second antenna position prediction model at the previous positioning moment.

[0063] High Accuracy Autonomic PNT Hierarchy (HAAPH) refers to a high-precision autonomous navigation, positioning, and timing system. This system is a non-exposure space navigation and positioning technology that offers high positioning accuracy, a wide positioning range, and a wide dynamic range. The positioning result of the HAAPH system is actually the phase center of the positioning antenna, which is the antenna position of the positioning antenna.

[0064] In the HAAPH system, the signal is easily affected by tunnel wall reflection, attenuation and multipath effects, and is easily lost, resulting in insufficient continuity. Using HAAPH system positioning and inertial navigation unit positioning, using Extended Kalman Filter (EKF) as a fusion positioning algorithm, using HAAPH system positioning and inertial navigation unit positioning, the number of positioning satellites, position precision factor, positioning type, etc. are used as EKF input parameters. These parameters are actually related to positioning accuracy. During the continuous iteration process of EKF, it will automatically evaluate the impact of these parameters on the estimated results and obtain the second antenna position prediction model. When the heavy-loaded railway locomotive is in a shielded scene, the corrected position of the positioning antenna at the current positioning moment is calculated based on the second antenna position prediction model at the previous positioning moment, which solves the problem of position loss such as short-term loss of lock in HAAPH system positioning, improves the stability and accuracy of HAAPH system positioning, and realizes continuous high-precision positioning of the heavy-loaded railway locomotive along the entire line.

[0065] In summary, by receiving Beidou satellite signals and HAAPH system signals through the vehicle-mounted antenna, high-precision positioning of Beidou satellite differentials in open space and HAAPH positioning in non-exposed space can be achieved.

[0066] Preferably, when the corrected position of the positioning antenna at the current moment has been determined using a fusion positioning sub-method based on Beidou satellite positioning, and it is suddenly impossible to infer the corrected position of the positioning antenna at the current moment according to the fusion positioning sub-method based on Beidou satellite positioning, and it is also impossible to infer the corrected position of the positioning antenna at the current moment according to the fusion positioning sub-method based on HAAPH system positioning, then the corrected position of the positioning antenna at multiple consecutive positioning moments is inferred based on the latest first antenna position prediction model;

[0067] Alternatively, when the fusion positioning sub-method based on HAAPH system positioning has been used to determine the corrected position of the positioning antenna at the current moment, and it is suddenly impossible to infer the corrected position of the positioning antenna at the current moment based on the fusion positioning sub-method based on HAAPH system positioning, and it is also impossible to infer the corrected position of the positioning antenna at the current moment based on the fusion positioning sub-method based on Beidou satellite positioning, then the corrected position of the positioning antenna at multiple consecutive positioning moments is calculated based on the latest second antenna position prediction model.

[0068] After the fusion positioning sub-method based on HAAPH positioning and the fusion positioning sub-method based on Beidou satellite positioning fail, the first antenna position prediction model and the second antenna position prediction model, which were previously continuously updated based on the extended Kalman filter and the inertial navigation unit, can more accurately predict the corrected position of the positioning antenna and the locomotive position. However, the first antenna position prediction model and the second antenna position prediction model both use the integral of acceleration to calculate speed, and the integral of speed to calculate distance (i.e., the corrected position of the positioning antenna), which is equivalent to the corrected position of the positioning antenna being the quadratic integral of time. Therefore, the error and time are in a quadratic exponential relationship. Therefore, after the fusion positioning sub-method based on HAAPH positioning and the fusion positioning sub-method based on Beidou satellite positioning fail, the first antenna position prediction model or the second antenna position prediction model can only be used for positioning within a certain time range, that is, when using the first antenna position prediction model, it must not exceed the first time threshold, and when using the second antenna position prediction model, it must not exceed the second time threshold.

[0069] Preferably, the method of selecting the fusion positioning sub-method based on Beidou satellite positioning or the fusion positioning sub-method based on HAAPH system positioning to determine the corrected position of the positioning antenna at each positioning moment is as follows:

[0070] When the positioning type in the positioning result of the HAAPH system is unpositioned and the positioning type in the positioning result of the Beidou satellite is positioned, it indicates that the heavy-load railway locomotive is in an open space, and a fusion positioning sub-method based on Beidou satellite positioning is selected to determine the corrected position of the positioning antenna;

[0071] When the positioning type in the Beidou satellite positioning result is unpositioned and the positioning type in the HAAPH system positioning result is positioned, it indicates that the heavy-load railway locomotive is in a shielded scene, and the fusion positioning sub-method based on HAAPH system positioning is selected to determine the corrected position of the positioning antenna;

[0072] When the positioning type in the positioning result of the HAAPH system is "positioned" and the positioning type in the positioning result of the Beidou satellite is "positioned", if the position solution in the positioning result of the Beidou satellite is a floating point solution or a fixed solution, it indicates that the heavy-loaded railway locomotive is in an open space, and the fusion positioning sub-method based on Beidou satellite positioning is selected to determine the corrected position of the positioning antenna. If the position solution in the positioning result of the Beidou satellite is a single star or pseudo-range differential, it indicates that the heavy-loaded railway locomotive is in a shielded scene, and the fusion positioning sub-method based on HAAPH system positioning is selected to determine the corrected position of the positioning antenna.

[0073] The positioning results of heavy-haul railway locomotives using Beidou satellites include: antenna position (longitude, latitude, elevation, referred to as latitude, longitude, and altitude), number of satellites, position dilution of precision (PDOP), positioning type (unpositioned, single satellite, pseudo-range differential, floating point solution, fixed solution), etc. The positioning results of heavy-haul railway locomotives using the HAAPH system include: antenna position (longitude, latitude, elevation, referred to as latitude, longitude, and altitude), number of HAAPH base stations, position dilution of precision (PDOP), positioning type (unpositioned, positioned), etc.

[0074] Satellite positioning results are usually output using the NMEA0183 protocol, which defines the value range and meaning of the positioning type in satellite positioning results.

[0075] After single-satellite positioning, RTK technology is used to gradually achieve pseudo-range differential positioning, floating-point positioning, and then further obtain fixed positioning. The fixed solution has the highest accuracy, reaching the centimeter level. At the same time, only one positioning type can be used at a time, not multiple types simultaneously.

[0076] Preferably, a method for determining that the heavy-load railway locomotive cannot be positioned by the first fusion positioning method is:

[0077] In the first fusion positioning method, calculating the minimum vertical projection point of the longitude and latitude corresponding to the corrected position on the longitude and latitude curve of the railway centerline, and when the distance between the corrected position and the corresponding minimum vertical projection point is greater than a distance threshold, determining that the first fusion positioning method is unable to locate the heavy-load railway locomotive;

[0078] Alternatively, when the positioning type in the Beidou satellite positioning result is unpositioned and the positioning failure duration of the Beidou satellite is greater than the first duration threshold, and the positioning type in the HAAPH system positioning result is unpositioned and the positioning failure duration of the HAAPH system is greater than the second duration threshold, it is determined that the first fusion positioning method cannot locate the heavy-load railway locomotive. Wherein, the positioning failure duration of the Beidou satellite refers to the duration of the Beidou satellite's unpositioning, and the positioning failure duration of the HAAPH system refers to the duration of the HAAPH system's unpositioning.

[0079] That is, when either of the above two situations is met, it is determined that the first fusion positioning method is unable to position the heavy-load railway locomotive.

[0080] Preferably, in S102, when the heavy-haul railway locomotive cannot be located by the first fusion positioning method, locating the heavy-haul railway locomotive based on the second fusion positioning method to obtain the position of the heavy-haul railway locomotive includes:

[0081] The onboard positioning terminal supports communication with the locomotive operation monitoring device (LKJ), a component of the locomotive operation control system. The LKJ contains information such as the mileage coordinates of the heavy-haul locomotive's location, locomotive speed, and locomotive operating conditions. Mileage coordinates represent the distance to a known point along the railway line. These are one-dimensional relative coordinates and are inconsistent with the absolute planar coordinates of the Beidou satellite and HAAPH systems, requiring coordinate conversion.

[0082] When the heavy-load railway locomotive cannot be positioned using the first fusion positioning method, the mileage coordinates of the locomotive parameters of the locomotive operation monitoring device are obtained, and the latest mileage coordinate calibration value is used to calibrate the obtained mileage coordinates to obtain corrected mileage coordinates. The longitude and latitude corresponding to the corrected mileage coordinates are calculated using the continuity equation of the centerline mileage coordinates and the longitude and latitude coordinates of the railway to obtain the position of the heavy-load railway locomotive. The locomotive running speed is obtained through a speed sensor, but due to reasons such as idling and sliding of the wheelset, there is a speed error, which leads to problems such as leading and lagging errors in the mileage coordinates. Therefore, the mileage coordinates need to be calibrated to achieve reliable positioning of the locomotive along the entire line.

[0083] Among them, the method for forming the mileage coordinate calibration value is: according to the corrected position obtained in the process of positioning the heavy-load railway locomotive through the first fusion positioning method, the minimum vertical projection point from the corrected position to the longitude and latitude height curve of the railway center line is calculated, and the minimum vertical projection point is used as the position of the heavy-load railway locomotive. The mileage coordinates corresponding to the position of the heavy-load railway locomotive are calculated using the continuity equation of the mileage coordinates and longitude and latitude height coordinates of the center line of the railway, and the difference between the mileage coordinates corresponding to the minimum vertical projection point and the mileage coordinates of the locomotive operation monitoring device at the same positioning time is calculated to obtain the mileage coordinate calibration value.

[0084] Preferably, the method for constructing the continuity equation of the railway centerline mileage coordinates and longitude and latitude coordinates is as follows: based on the railway centerline data, constructing the continuity equation of the railway centerline mileage and longitude and latitude coordinates, and expressing the conversion relationship between the mileage coordinates of the heavy-haul railway locomotive and the corresponding longitude and latitude coordinates through the continuity equation. The railway centerline data includes: the railway centerline mileage and the longitude and latitude coordinates corresponding to the railway centerline mileage, that is, any mileage coordinate can be calculated to correspond to the longitude and latitude coordinate, and conversely, the longitude and latitude coordinates can also be calculated from the longitude and latitude coordinates. The heavy-haul railway locomotive has a fixed route and a relatively short mileage, making it relatively easy to obtain the longitude and latitude data of the railway centerline mileage of the entire route, and the amount of mileage and longitude data required to be stored is relatively small. These data can be conveniently stored in the memory of the on-board positioning terminal for real-time calibration of the heavy-haul railway locomotive's operating trajectory.

[0085] The method for constructing the longitude and latitude height curve of the railway centerline is: constructing the longitude and latitude height curve of the railway centerline based on the railway centerline data, and calculating the minimum vertical projection distance from the longitude and latitude height of the position of any heavy-loaded railway locomotive to the railway centerline through the longitude and latitude height curve of the railway centerline, wherein the railway centerline data includes: the railway centerline mileage and the longitude and latitude height corresponding to the railway centerline mileage.

[0086] Railway lines include straight sections and turning sections, that is, the railway centerline includes straight sections and turning sections. In the continuity equations of the railway centerline mileage and longitude and latitude height, and the railway centerline longitude and latitude height curves, linear equations are used for straight sections. In order to ensure the smoothness of the line, transition curves, circular curves, and transition curves are used to smoothly connect adjacent straight lines in the turning sections. For example, Figure 4 , P is the position of the heavy-haul railway locomotive, and Pt is the corresponding minimum vertical projection point.

[0087] like Figure 2 As shown, in combination with an embodiment of the present invention, a positioning system for a heavy-haul railway locomotive is provided, comprising:

[0088] The first positioning subsystem 21 is used to position the heavy-haul railway locomotive when the heavy-haul railway locomotive is running on the railway. The first positioning subsystem 21 is used to:

[0089] Determine, by means of two fused positioning subunits, a corrected position of a positioning antenna installed on the heavy-haul railway locomotive under respective corresponding conditions, the corrected position including the longitude, latitude, and elevation of the positioning antenna, and calibrate the corrected position using a longitude, latitude, and elevation curve of a railway centerline corresponding to the railway to obtain the position of the heavy-haul railway locomotive;

[0090] The second positioning subsystem 22 is used to locate the heavy-load railway locomotive based on the second positioning subsystem 22 when the heavy-load railway locomotive cannot be located by the first positioning subsystem 21, so as to obtain the position of the heavy-load railway locomotive, wherein the second positioning subsystem 22 is formed based on the method corresponding to the first positioning subsystem 21 and the locomotive operation parameters of the locomotive operation monitoring device.

[0091] Railway lines are vast and stretch across diverse geographical environments, encompassing both open spaces like vast plains and mountainous terrain. Furthermore, they also include numerous hidden spaces such as stations and tunnels. These complex and ever-changing environments present unique challenges for reliable and accurate positioning of locomotives along the entire route.

[0092] The first positioning subsystem 21 can realize the positioning of heavy-loaded railway locomotives throughout the entire line, including open spaces and shielded scenes. When the heavy-loaded railway locomotive cannot be positioned by the first positioning subsystem 21, especially when the heavy-loaded railway locomotive cannot be positioned in a shielded scene, the heavy-loaded railway locomotive is further positioned based on the second positioning subsystem 22, and the long-term stable positioning of the heavy-loaded railway locomotive on the entire line can still be achieved.

[0093] Specifically, the positioning system of the heavy-haul railway locomotive includes a positioning and warning terminal of the heavy-haul railway locomotive, and the positioning and warning terminal includes: an on-board positioning terminal, an on-board display terminal and an on-board antenna, such as Figure 3 As shown, the vehicle-mounted positioning terminal is installed in the locomotive integrated cabinet, and the vehicle-mounted antenna is installed above the outside of the locomotive.

[0094] The onboard positioning terminal is connected to the onboard antenna via a signal cable, and receives Beidou satellite positioning signals, HAAPH positioning signals, and 4G and 5G wireless communication network signals through the onboard antenna. The onboard positioning terminal includes a memory that stores various data related to the heavy-haul locomotive's positioning, including the centerline mileage and latitude and longitude of the railway line on which the heavy-haul locomotive is operating.

[0095] Preferably, the first positioning subsystem 21 includes:

[0096] The calibration submodule is configured to calculate the minimum vertical projection point from the corrected position onto the longitude, latitude, and elevation curve corresponding to the railway centerline, and use the minimum vertical projection point as the heavy-haul locomotive position. The projection point parameters include longitude, latitude, and elevation. Because heavy-haul locomotives must operate on the railway, the point that ultimately passes through the railway centerline is used as the heavy-haul locomotive position.

[0097] Preferably, one of the fusion positioning subunits is a fusion positioning subunit based on Beidou satellite positioning;

[0098] The fusion positioning subunit based on Beidou satellite positioning includes:

[0099] a positioning antenna, provided on the heavy-haul railway locomotive, for receiving a Beidou satellite signal through the positioning antenna at each positioning moment during the operation of the heavy-haul railway locomotive on the railway; when the positioning antenna is able to receive a Beidou satellite signal, it indicates that the heavy-haul railway locomotive is in an open space; and the antenna position of the positioning antenna is determined based on the Beidou satellite signal received by the positioning antenna at the positioning moment;

[0100] an inertial navigation unit, provided on the heavy-haul railway locomotive, for collecting angular acceleration and linear acceleration of the heavy-haul railway locomotive at each positioning moment during the operation of the heavy-haul railway locomotive on the railway, and calculating the antenna position of the positioning antenna based on the angular acceleration and the linear acceleration;

[0101] An open space positioning submodule is used to fuse and solve the antenna position determined based on Beidou satellite positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit through an extended Kalman filter, wherein the fusion solution refers to assigning different weight parameters to the antenna position determined based on Beidou satellite positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit through an extended Kalman filter, establishing a first antenna position prediction model, and continuously updating the first antenna position prediction model through a prediction step and an update step. In the prediction step, the antenna position at the next positioning moment is predicted based on the first antenna position prediction model, and in the update step, the antenna position determined by Beidou satellite positioning is used to correct the weight parameters in the first antenna position prediction model; when the heavy-load railway locomotive is in an open space, the corrected position of the positioning antenna at the next positioning moment is calculated based on the first antenna position prediction model at the previous positioning moment.

[0102] The positioning result of Beidou satellite positioning is actually the phase center of the positioning antenna, that is, the antenna position of the positioning antenna.

[0103] The Beidou satellite positioning system is prone to signal lock loss under high-dynamic conditions. (The positioning module uses a phase-locked loop to capture signals from Beidou satellites. Loss of lock means it cannot continuously capture satellite signals, resulting in positioning failure.) This results in positioning loss. Signals are easily blocked, weakened, and reflected by buildings, terrain, and trees, resulting in inconsistent signal continuity. High dynamics refer to the rapid movement of the object being located. The faster the speed, the less stable the positioning.

[0104] An inertial navigation unit (IMU) is installed in the vehicle-mounted positioning terminal for inertial navigation and positioning. Inertial navigation and positioning is a navigation and positioning technology that uses a three-axis gyroscope and a three-axis accelerometer as sensors. It provides high-frequency angular velocity and acceleration information. Its advantages are autonomous stability, resistance to interference, continuous high-bandwidth navigation results, and low short-term noise. However, its disadvantage is that navigation accuracy decreases over time.

[0105] Therefore, an extended Kalman filter (EKF) is used as a fusion positioning algorithm, and Beidou satellite positioning and inertial navigation unit positioning are utilized. The number of positioning satellites, position precision factor, positioning type, etc. are used as input parameters of the EKF. These parameters are actually related to positioning accuracy. During the continuous iteration process of the EKF, the impact of these parameters on the estimated results will be automatically evaluated to obtain a first antenna position prediction model. When the heavy-load railway locomotive is in an open space, the corrected position of the positioning antenna at the next positioning moment is calculated based on the first antenna position prediction model at the previous positioning moment. This solves the problem of position loss such as short-term loss of lock in Beidou satellite positioning, improves the stability and accuracy of Beidou satellite positioning, and realizes continuous high-precision positioning of the heavy-load railway locomotive along the entire line.

[0106] The BeiDou satellite signals come from the BeiDou positioning system, which provides global temporal and spatial services, making it suitable for open-space positioning along railway lines. Combined with real-time kinematic (RTK) technology, it achieves centimeter-level high-precision positioning. The main advantage of the BeiDou positioning system is its high long-term positioning accuracy, with positioning errors that do not accumulate over time.

[0107] Differential positioning assists Beidou satellite positioning to achieve the specific steps of heavy-haul railway locomotive positioning:

[0108] 1. Data acquisition: Receive BeiDou satellite signals at a reference station (base station) with a known precise location and record relevant data of the BeiDou satellite signals (such as pseudorange and phase information);

[0109] 2. Data transmission: Transmitting the relevant data of the Beidou satellite signals received by the reference station to the ground central station or user receiver (mobile station);

[0110] 3. Differential processing: In the ground central station or user receiver, the data from the reference station and the user receiver are differentially processed. By comparing the data from the two, some common errors (such as satellite clock error, atmospheric delay, etc.) can be eliminated or reduced.

[0111] 4. Calculate differential corrections: Calculate differential corrections based on the data difference between the reference station and the user receiver. These corrections will be used to correct the positioning results of the user receiver.

[0112] 5. Positioning solution: The user receiver combines the relevant data of the received Beidou satellite signal with the differential correction number to perform positioning solution. This can significantly improve positioning accuracy;

[0113] 6. Output results: Ultimately, the user receiver will output the corrected positioning result, which is more accurate than the positioning of Beidou satellites alone.

[0114] The differential positioning service used can be self-built, establishing base stations along the railway line and then building a ground central station. Alternatively, a service provider can use a platform built by a service provider, such as Qianxun, Liufen, or China Mobile, which can provide differential services across most of China.

[0115] Preferably, another fusion localization subunit is a fusion localization subunit based on HAAPH system localization;

[0116] The fusion positioning subunit based on HAAPH system positioning includes:

[0117] A positioning antenna is used for receiving a signal from the HAAPH system at each positioning moment during the operation of the heavy-haul railway locomotive on the railway. When the positioning antenna is able to receive the signal from the HAAPH system, it indicates that the heavy-haul railway locomotive is in a shielded scene. The antenna position of the positioning antenna is determined based on the signal from the HAAPH system received by the positioning antenna at the positioning moment.

[0118] an inertial navigation unit, provided on the heavy-haul railway locomotive, for collecting angular acceleration and linear acceleration of the heavy-haul railway locomotive at each positioning moment during the operation of the heavy-haul railway locomotive on the railway, and calculating the antenna position of the positioning antenna based on the angular acceleration and the linear acceleration;

[0119] The shielded scene positioning submodule is used to fuse and solve the antenna position determined based on the HAAPH system positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit through an extended Kalman filter, wherein the fusion solution refers to assigning different weight parameters to the antenna position determined based on the HAAPH system positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit through an extended Kalman filter, establishing a second antenna position prediction model, and continuously updating the second antenna position prediction model through a prediction step and an update step. In the prediction step, the antenna position at the next positioning moment is predicted based on the second antenna position prediction model, and in the update step, the antenna position determined by the HAAPH system positioning is used to correct the weight parameters in the second antenna position prediction model; when the heavy-load railway locomotive is in a shielded scene, the corrected position of the positioning antenna at the next positioning moment is calculated according to the second antenna position prediction model at the previous positioning moment.

[0120] High Accuracy Autonomic PNT Hierarchy (HAAPH) refers to a high-precision autonomous navigation, positioning, and timing system. This system is a non-exposure space navigation and positioning technology that offers high positioning accuracy, a wide positioning range, and a wide dynamic range. The positioning result of the HAAPH system is actually the phase center of the positioning antenna, which is the antenna position of the positioning antenna.

[0121] In the HAAPH system, signals are easily affected by tunnel wall reflection, attenuation, and multipath effects, making them prone to loss of lock, resulting in insufficient continuity. Using HAAPH system positioning and inertial navigation unit positioning, the Extended Kalman Filter (EKF) is used as a fusion positioning algorithm. Beidou satellite positioning, HAAPH system positioning, and inertial navigation unit positioning are used. The number of positioning satellites, position precision factor, positioning type, etc. are used as input parameters of the EKF. These parameters are actually related to positioning accuracy. During the continuous iteration of the EKF, the impact of these parameters on the estimated results is automatically evaluated to obtain a second antenna position prediction model. When the heavy-load railway locomotive is in a shielded scene, the corrected position of the positioning antenna at the current positioning moment is calculated based on the second antenna position prediction model at the previous positioning moment. This solves the problem of position loss such as short-term loss of lock in Beidou satellite positioning, improves the stability and accuracy of Beidou satellite positioning, and achieves continuous high-precision positioning of the heavy-load railway locomotive along the entire line.

[0122] In summary, by receiving Beidou satellite signals and HAAPH system signals through the vehicle-mounted antenna, high-precision positioning of Beidou satellite differentials in open space and HAAPH positioning in non-exposed space can be achieved.

[0123] Preferably, the open space positioning submodule is further configured to, when the fusion positioning subunit based on Beidou satellite positioning has been used to determine the corrected position of the positioning antenna at the current moment, and suddenly it is impossible to infer the corrected position of the positioning antenna at the current moment based on the fusion positioning subunit based on Beidou satellite positioning, and it is also impossible to infer the corrected position of the positioning antenna at the current moment based on the fusion positioning subunit based on HAAPH system positioning, then infer the corrected position of the positioning antenna at multiple consecutive positioning moments based on the latest first antenna position prediction model;

[0124] The obscured scene positioning submodule is also used to calculate the corrected position of the positioning antenna at multiple consecutive positioning moments based on the latest second antenna position prediction model when the corrected position of the positioning antenna at the current moment has been determined by the fusion positioning subunit based on HAAPH system positioning, and it is suddenly impossible to infer the corrected position of the positioning antenna at the current moment based on the fusion positioning subunit based on HAAPH system positioning, and it is also impossible to infer the corrected position of the positioning antenna at the current moment based on the fusion positioning subunit based on Beidou satellite positioning.

[0125] After the fusion positioning subunit based on HAAPH positioning and the fusion positioning subunit based on Beidou satellite positioning fail, the first antenna position prediction model and the second antenna position prediction model, which were previously continuously updated based on the extended Kalman filter and the inertial navigation unit, can more accurately predict the corrected position of the positioning antenna and the locomotive position. However, the first antenna position prediction model and the second antenna position prediction model both use the integral of acceleration to calculate the speed, and the integral of speed to calculate the distance (i.e., the corrected position of the positioning antenna), which is equivalent to the corrected position of the positioning antenna being the quadratic integral of time. Therefore, the error and time are in a quadratic exponential relationship. Therefore, after the fusion positioning subunit based on HAAPH positioning and the fusion positioning subunit based on Beidou satellite positioning are both invalid, the first antenna position prediction model or the second antenna position prediction model can only be used for positioning within a certain time range, that is, when using the first antenna position prediction model, it must not be greater than the first time threshold, and when using the second antenna position prediction model, it must not be greater than the second time threshold.

[0126] Preferably, the first positioning subsystem 21 further includes:

[0127] The first judgment submodule is used to select a fusion positioning subunit based on Beidou satellite positioning or a fusion positioning subunit based on HAAPH system positioning to determine the corrected position of the positioning antenna at each positioning moment;

[0128] The first judgment submodule is specifically used to:

[0129] When the positioning type in the positioning result of the HAAPH system is unpositioned and the positioning type in the positioning result of the Beidou satellite is positioned, it indicates that the heavy-load railway locomotive is in an open space, and the fusion positioning subunit based on Beidou satellite positioning is selected to determine the corrected position of the positioning antenna;

[0130] When the positioning type in the positioning result of the Beidou satellite is unpositioned and the positioning type in the positioning result of the HAAPH system is positioned, it indicates that the heavy-load railway locomotive is in a shielded scene, and the fusion positioning subunit based on the HAAPH system positioning is selected to determine the corrected position of the positioning antenna;

[0131] When the positioning type in the positioning result of the HAAPH system is "positioned" and the positioning type in the positioning result of the Beidou satellite is "positioned", if the position solution in the positioning result of the Beidou satellite is a floating point solution or a fixed solution, it indicates that the heavy-loaded railway locomotive is in an open space, and the fusion positioning subunit based on Beidou satellite positioning is selected to determine the corrected position of the positioning antenna. If the position solution in the positioning result of the Beidou satellite is a single star or pseudo-range differential, it indicates that the heavy-loaded railway locomotive is in a shielded scene, and the fusion positioning subunit based on HAAPH system positioning is selected to determine the corrected position of the positioning antenna.

[0132] The positioning results of Beidou satellites for heavy-haul railway locomotives include: position (longitude, latitude, elevation, referred to as longitude, latitude and altitude), number of satellites, position precision dilution (PDOP), positioning type (unpositioned, single satellite, pseudo-range differential, floating point solution, fixed solution), etc. The positioning results of the HAAPH system include: position (longitude, latitude, elevation, referred to as longitude, latitude and altitude), number of HAAPH base stations, position precision dilution (PDOP), positioning type (unpositioned, positioned), etc.

[0133] Satellite positioning results are usually output using the NMEA0183 protocol, which defines the value range and meaning of the positioning type in satellite positioning results.

[0134] After single-satellite positioning, RTK technology is used to gradually achieve pseudo-range differential positioning, floating-point positioning, and then further obtain fixed positioning. The fixed solution has the highest accuracy, reaching the centimeter level. At the same time, only one positioning type can be used at a time, not multiple types simultaneously.

[0135] Preferably, the second positioning subsystem 22 includes:

[0136] a second judgment submodule, configured to calculate, in the first positioning subsystem 21, a minimum vertical projection point of the longitude and latitude corresponding to the corrected position on the longitude and latitude curve of the railway centerline, and determine that the first positioning subsystem 21 is unable to locate the heavy-load railway locomotive when the distance between the corrected position and the corresponding minimum vertical projection point is greater than a distance threshold;

[0137] The third judgment submodule is used to determine that the first positioning subsystem 21 cannot position the heavy-loaded railway locomotive when the positioning type in the positioning result of the Beidou satellite is unpositioned and the positioning failure time of the Beidou satellite is greater than the first time threshold, and the positioning type in the positioning result of the HAAPH system is unpositioned and the positioning failure time of the HAAPH system is greater than the second time threshold, wherein the positioning failure time of the Beidou satellite refers to the duration of the Beidou satellite's unpositioning, and the positioning failure time of the HAAPH system refers to the duration of the HAAPH system's unpositioning.

[0138] When any one of the second judgment submodule or the third judgment submodule is satisfied, it is determined that the first positioning subsystem 21 is unable to position the heavy-load railway locomotive.

[0139] Preferably, the second positioning subsystem 22 is specifically used for:

[0140] The onboard positioning terminal supports communication with the locomotive operation monitoring device (LKJ), a component of the locomotive operation control system. The LKJ contains information such as the mileage coordinates of the heavy-haul locomotive's location, locomotive speed, and locomotive operating conditions. Mileage coordinates represent the distance to a known point along the railway line. These are one-dimensional relative coordinates and are inconsistent with the absolute planar coordinates of the Beidou satellite and HAAPH systems, requiring coordinate conversion.

[0141] When the heavy-load railway locomotive cannot be positioned by the first positioning subsystem 21, the mileage coordinates of the locomotive parameters of the locomotive operation monitoring device are obtained, and the latest mileage coordinate calibration value is used to calibrate the obtained mileage coordinates to obtain corrected mileage coordinates. The longitude and latitude corresponding to the corrected mileage coordinates are calculated by the continuity equation of the centerline mileage coordinates and the longitude and latitude coordinates of the railway to obtain the position of the heavy-load railway locomotive; the locomotive running speed is obtained by the speed sensor, but due to reasons such as idling and sliding of the wheelset, there is a speed error, which leads to problems such as leading and lagging errors in the mileage coordinates. Therefore, the mileage coordinates need to be calibrated to achieve reliable positioning of the locomotive along the entire line.

[0142] Among them, the positioning system of the heavy-haul railway locomotive also includes a mileage coordinate calibration value construction subsystem, which is used to calculate the minimum vertical projection point of the corrected position to the longitude and latitude height curve of the railway center line based on the corrected position obtained in the process of positioning the heavy-haul railway locomotive through the first positioning subsystem 21, and use the minimum vertical projection point as the position of the heavy-haul railway locomotive, and use the continuity equation of the mileage coordinates and longitude and latitude height coordinates of the center line of the railway to calculate the mileage coordinates corresponding to the position of the heavy-haul railway locomotive, and calculate the difference between the mileage coordinates corresponding to the minimum vertical projection point and the mileage coordinates of the locomotive operation monitoring device at the same positioning moment to obtain the mileage coordinate calibration value 。

[0143] Preferably, the heavy-haul railway locomotive positioning system also includes a curve construction subsystem for constructing a continuity equation for the railway centerline mileage and longitude and latitude altitudes based on the railway centerline data. The continuity equation expresses the conversion relationship between the heavy-haul railway locomotive's mileage coordinates and the corresponding longitude and latitude altitudes. The railway centerline data includes: railway centerline mileage and longitude and latitude altitudes corresponding to the railway centerline mileage. That is, any mileage coordinate can be calculated to correspond to the longitude and latitude altitude, and conversely, the corresponding mileage coordinate can also be calculated using the longitude and latitude altitudes. The heavy-haul railway locomotive's operating route is fixed and the mileage is relatively short, making it relatively easy to obtain the longitude and latitude data for the railway centerline mileage of the entire route, and the amount of mileage, longitude and latitude data required to be stored is relatively small. This data can be conveniently stored in the memory of the on-board positioning terminal for real-time calibration of the heavy-haul railway locomotive's operating trajectory.

[0144] The positioning system of the heavy-load railway locomotive also includes a railway centerline longitude and latitude height curve construction subsystem, which is used to construct the railway centerline longitude and latitude height curve based on the railway centerline data, and calculate the minimum vertical projection distance from the longitude and latitude height of any heavy-load railway locomotive position to the railway centerline through the railway centerline longitude and latitude height curve, wherein the railway centerline data includes: railway centerline mileage and longitude and latitude height corresponding to the railway centerline mileage.

[0145] Railway lines include straight sections and turning sections, that is, the railway centerline includes straight sections and turning sections. In the continuity equations of the railway centerline mileage and longitude and latitude height, and the railway centerline longitude and latitude height curves, linear equations are used for straight sections. In order to ensure the smoothness of the line, transition curves, circular curves, and transition curves are used to smoothly connect adjacent straight lines in the turning sections. For example, Figure 4 .

[0146] In summary, if Figure 3As shown, a locomotive positioning and warning terminal according to an embodiment of the present invention includes an on-board positioning terminal, an on-board display terminal, and an on-board antenna. The on-board positioning terminal is also connected to a cloud platform and uses high-precision Beidou satellite differential positioning, non-exposed space HAAPH positioning, inertial navigation positioning, and a fusion positioning method that integrates the mileage coordinates and locomotive running speed of the locomotive LKJ device (i.e., locomotive operation monitoring device) and the longitude and latitude data of the railway centerline to achieve reliable, real-time, continuous, and high-precision positioning of the locomotive along the entire line. It supports real-time push of locomotive position information, reception and display of the position of on-track personnel, and reception of warning information to remind locomotive crew members to pay attention to driving safety.

[0147] The on-board positioning terminal can push positioning results through 4G and 5G wireless communication networks: the position of heavy-haul railway locomotives, and the position of personnel working on the road ahead of heavy-haul railway locomotives; the on-board positioning terminal can receive the position information and early warning information of personnel working on the road ahead of heavy-haul railway locomotives through 4G and 5G wireless communication networks;

[0148] The onboard display terminal is installed on the driver's console in the locomotive cab and is communicatively connected to the onboard positioning terminal. The onboard display terminal supports electronic railway maps, which display the location of heavy-load locomotives and on-track personnel. When a locomotive is within a certain distance of a locomotive, an early warning is issued based on the distance between the locomotive and the personnel. Warnings can also be provided through voice and flashing lights to alert locomotive crew members to driving safety.

[0149] In combination with an embodiment of the present invention, a computer-readable storage medium is also provided, which stores one or more programs. When the one or more programs are executed by a computer device, the computer device executes any one of the aforementioned methods for positioning a heavy-load railway locomotive.

[0150] The beneficial technical effects achieved by the embodiments of the present invention are as follows:

[0151] 1. Open space positioning is achieved through the fusion of Beidou satellite positioning and inertial navigation unit positioning. By introducing the HAAPH system and combining it with the fusion of inertial navigation unit positioning, positioning in obscured scenes such as stations and tunnels is achieved. Beidou satellite positioning and HAAPH system positioning are jointly used to achieve long-term and stable positioning of heavy-load railway locomotives along the entire line.

[0152] By utilizing Beidou satellite positioning and inertial navigation unit positioning, and adopting the extended Kalman filter as a fusion positioning algorithm, a first locomotive predicted position equation is obtained. When the heavy-load railway locomotive is in an open space, the corrected position of the positioning antenna at the current positioning moment is calculated based on the first locomotive predicted position equation at the previous positioning moment, thereby solving the problem of position loss such as short-term loss of lock of Beidou satellite positioning and improving the stability and accuracy of Beidou satellite positioning.

[0153] By utilizing HAAPH system positioning and inertial navigation unit positioning, and employing an extended Kalman filter as a fusion positioning algorithm, the predicted position equation for the second locomotive is derived. When the heavy-haul railway locomotive is in an obscured scene, the corrected position of the positioning antenna at the current positioning moment is calculated based on the predicted position equation for the second locomotive at the previous positioning moment. This solves the problem of position loss, such as short-term loss of lock in HAAPH system positioning, and improves the stability and accuracy of HAAPH system positioning.

[0154] 2. Obtain the mileage coordinates of the location of the heavy-load railway locomotive, locomotive operating speed, locomotive operating conditions and other information through the locomotive operation monitoring device; calibrate the mileage coordinates of the locomotive operation monitoring device through the first fusion positioning method of Beidou satellite positioning and HAAPH system positioning; and realize the positioning of the heavy-load railway locomotive through the calibrated mileage coordinates of the locomotive operation monitoring device when Beidou satellite positioning and HAAPH system positioning, or the fusion positioning sub-method based on the above two positioning methods, are unreliable.

[0155] 3. Use the railway centerline mileage and longitude data to assist in calibrating the antenna position and obtain the position of the heavy railway locomotive.

[0156] 4. Achieve reliable, real-time, continuous, and high-precision positioning of locomotives along the entire line. This enables dynamic monitoring and reliable early warning of locomotives, improving railway transportation safety and management capabilities. From the above description of the embodiments, those skilled in the art will readily understand that the example embodiments described herein can be implemented via software or a combination of software and necessary hardware.

[0157] Those skilled in the art will appreciate that the modules described above can be distributed in the device according to the description of the embodiment, or can be modified accordingly to be used in one or more devices that are different from the embodiment. The modules of the above embodiment can be combined into one module or further divided into multiple submodules.

[0158] Through the description of the above embodiments, it is easy for those skilled in the art to understand that the example embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of the present invention can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes a number of instructions to enable a computing device (such as a personal computer, a server, a mobile terminal, or a network device, etc.) to execute the method according to the embodiments of the present invention.

[0159] The exemplary embodiments of the present invention are specifically shown and described above. It should be understood that the present invention is not limited to the detailed structure, configuration or implementation described herein; on the contrary, the present invention is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. A method for positioning a heavy-load railway locomotive, characterized in that: include: When a heavy-load railway locomotive is running on a railway, positioning the heavy-load railway locomotive by using a first fusion positioning method specifically includes: By using two fusion positioning sub-methods, under respective corresponding conditions, a corrected position of a positioning antenna installed on the heavy-haul railway locomotive is determined, wherein the corrected position includes the longitude, latitude and elevation of the positioning antenna, and the corrected position is calibrated by using the longitude, latitude and elevation curve of the railway centerline corresponding to the railway to obtain the position of the heavy-haul railway locomotive; When the heavy-load railway locomotive cannot be located by the first fusion positioning method, the heavy-load railway locomotive is located based on a second fusion positioning method to obtain the position of the heavy-load railway locomotive, wherein the second fusion positioning method is formed based on the first fusion positioning method and the locomotive operation parameters of the locomotive operation monitoring device; The fusion positioning sub-method includes a fusion positioning sub-method based on Beidou satellite positioning; The method of determining the corrected position of the positioning antenna installed on the heavy-load railway locomotive under respective corresponding conditions by using the two fusion positioning sub-methods includes: At each positioning moment during the operation of the heavy-haul railway locomotive on the railway, the heavy-haul railway locomotive receives a signal from a Beidou satellite through a positioning antenna provided on the heavy-haul railway locomotive. When the positioning antenna is able to receive the signal from the Beidou satellite, it indicates that the heavy-haul railway locomotive is in an open space. The antenna position of the positioning antenna is determined according to the signal from the Beidou satellite received by the positioning antenna at the positioning moment. At each positioning moment when the heavy-haul railway locomotive is running on the railway, an inertial navigation unit arranged on the heavy-haul railway locomotive collects the angular acceleration and linear acceleration of the heavy-haul railway locomotive, and calculates the antenna position of the positioning antenna according to the angular acceleration and the linear acceleration; The antenna position determined based on Beidou satellite positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit are fused and solved by an extended Kalman filter, wherein the fusion solution refers to assigning different weight parameters to the antenna position determined based on Beidou satellite positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit by an extended Kalman filter, establishing a first antenna position prediction model, and continuously updating the first antenna position prediction model through a prediction step and an update step, in the prediction step, predicting the antenna position at the next positioning moment based on the first antenna position prediction model, and in the update step, using the antenna position determined by Beidou satellite positioning to correct the weight parameters in the first antenna position prediction model; When the heavy-load railway locomotive is in an open space, a corrected position of the positioning antenna at a next positioning moment is calculated according to the first antenna position prediction model at a previous positioning moment; The fusion locator method includes a fusion locator method based on HAAPH system positioning; The method of determining the corrected position of the positioning antenna installed on the heavy-load railway locomotive under respective corresponding conditions by using two fusion positioning sub-methods also includes: At each positioning moment during the operation of the heavy-load railway locomotive on the railway, the heavy-load railway locomotive receives a signal of the HAAPH system through a positioning antenna provided on the heavy-load railway locomotive. When the positioning antenna can receive the signal of the HAAPH system, it indicates that the heavy-load railway locomotive is in a shielding scene. The antenna position of the positioning antenna is determined according to the signal of the HAAPH system received by the positioning antenna at the positioning moment. At each positioning moment when the heavy-haul railway locomotive is running on the railway, an inertial navigation unit arranged on the heavy-haul railway locomotive collects the angular acceleration and linear acceleration of the heavy-haul railway locomotive, and calculates the antenna position of the positioning antenna according to the angular acceleration and the linear acceleration; The antenna position determined based on HAAPH system positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit are fused and solved by an extended Kalman filter, wherein the fusion solution refers to assigning different weight parameters to the antenna position determined based on HAAPH system positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit by an extended Kalman filter, establishing a second antenna position prediction model, and continuously updating the second antenna position prediction model through a prediction step and an update step, wherein in the prediction step, the antenna position at the next positioning moment is predicted based on the second antenna position prediction model, and in the update step, the antenna position determined by HAAPH system positioning is used to correct the weight parameters in the second antenna position prediction model; When the heavy-load railway locomotive is in a shielding scene, the corrected position of the positioning antenna at the next positioning moment is calculated according to the second antenna position prediction model at the previous positioning moment; The method for selecting the fusion positioning sub-method based on Beidou satellite positioning or the fusion positioning sub-method based on HAAPH system positioning to determine the corrected position of the positioning antenna at each positioning moment is as follows: When the positioning type in the positioning result of the HAAPH system is unpositioned and the positioning type in the positioning result of the Beidou satellite is positioned, it indicates that the heavy-load railway locomotive is in an open space, and a fusion positioning sub-method based on Beidou satellite positioning is selected to determine the corrected position of the positioning antenna; When the positioning type in the positioning result of the Beidou satellite is unpositioned and the positioning type in the positioning result of the HAAPH system is positioned, it indicates that the heavy-load railway locomotive is in a shielded scene, and the fusion positioning sub-method based on the HAAPH system positioning is selected to determine the corrected position of the positioning antenna; When the positioning type in the positioning result of the HAAPH system is "positioned" and the positioning type in the positioning result of the Beidou satellite is "positioned", if the position solution in the positioning result of the Beidou satellite is a floating point solution or a fixed solution, it indicates that the heavy-loaded railway locomotive is in an open space, and a fusion positioning sub-method based on Beidou satellite positioning is selected to determine the corrected position of the positioning antenna. If the position solution in the positioning result of the Beidou satellite is a single star or a pseudo-range differential, it indicates that the heavy-loaded railway locomotive is in a shielded scene, and a fusion positioning sub-method based on HAAPH system positioning is selected to determine the corrected position of the positioning antenna.

2. The method for positioning a heavy-load railway locomotive according to claim 1, characterized in that: The corrected position is calibrated by the latitude and longitude height curve of the railway center line corresponding to the railway to obtain the position of the heavy-load railway locomotive, including: The minimum vertical projection point from the corrected position to the longitude, latitude and elevation curve of the railway centerline corresponding to the railway is calculated, and the minimum vertical projection point is used as the position of the heavy-load railway locomotive. The parameters of the projection point include: longitude, latitude and elevation.

3. The method for positioning a heavy-load railway locomotive according to claim 1, characterized in that: The method for determining that the heavy-load railway locomotive cannot be positioned by the first fusion positioning method is: In the first fusion positioning method, the minimum vertical projection point of the longitude and latitude corresponding to the corrected position on the longitude and latitude curve of the railway centerline is calculated, and when the distance between the corrected position and the corresponding minimum vertical projection point is greater than a distance threshold, it is determined that the first fusion positioning method cannot locate the heavy-load railway locomotive; Alternatively, when the positioning type in the positioning result of the Beidou satellite is unpositioned, the positioning failure duration of the Beidou satellite is greater than the first duration threshold, and the positioning type in the positioning result of the HAAPH system is unpositioned, and the positioning failure duration of the HAAPH system is greater than the second duration threshold, then it is determined that the first fusion positioning method cannot position the heavy-loaded railway locomotive, wherein the positioning failure duration of the Beidou satellite refers to the duration of the Beidou satellite's unpositioned state, and the positioning failure duration of the HAAPH system refers to the duration of the HAAPH system's unpositioned state.

4. The method for positioning a heavy-load railway locomotive according to claim 1, characterized in that: When the heavy-haul railway locomotive cannot be located by the first fusion positioning method, the heavy-haul railway locomotive is positioned based on the second fusion positioning method to obtain the position of the heavy-haul railway locomotive, including: When the heavy-load railway locomotive cannot be positioned by the first fusion positioning method, the mileage coordinates of the locomotive parameters of the locomotive operation monitoring device are obtained, and the latest mileage coordinate calibration value is used to calibrate the obtained mileage coordinates to obtain corrected mileage coordinates, and the longitude and latitude corresponding to the corrected mileage coordinates are calculated by the continuity equation of the center line mileage coordinates of the railway and the longitude and latitude coordinates to obtain the position of the heavy-load railway locomotive; Among them, the method for forming the mileage coordinate calibration value is: according to the corrected position obtained in the process of positioning the heavy-load railway locomotive through the first fusion positioning method, the minimum vertical projection point from the corrected position to the longitude and latitude height curve of the railway center line is calculated, and the minimum vertical projection point is used as the position of the heavy-load railway locomotive. The mileage coordinates corresponding to the position of the heavy-load railway locomotive are calculated using the continuity equation of the mileage coordinates and longitude and latitude height coordinates of the center line of the railway, and the difference between the mileage coordinates corresponding to the minimum vertical projection point and the mileage coordinates of the locomotive operation monitoring device at the same positioning time is calculated to obtain the mileage coordinate calibration value.

5. The method for positioning a heavy-load railway locomotive according to claim 4, characterized in that: The method for constructing the continuous equation of the railway centerline mileage coordinates and the longitude and latitude coordinates is as follows: based on the railway centerline data, construct the continuous equation of the railway centerline mileage and the longitude and latitude, and express the conversion relationship between the mileage coordinates of the heavy-load railway locomotive and the corresponding longitude and latitude by the continuous equation, wherein the railway centerline data includes: the railway centerline mileage, the longitude and latitude corresponding to the railway centerline mileage, The method for constructing the longitude and latitude height curve of the railway center line is: constructing the longitude and latitude height curve of the railway center line according to the railway center line data, and calculating the minimum vertical projection distance from the longitude and latitude height of any heavy-loaded railway locomotive position to the railway center line through the longitude and latitude height curve of the railway center line, wherein the railway center line data includes: the railway center line mileage and the longitude and latitude height corresponding to the railway center line mileage.

6. A positioning system for a heavy-load railway locomotive, characterized in that: include: The first positioning subsystem is used to position the heavy-load railway locomotive when the heavy-load railway locomotive is running on the railway. The first positioning subsystem is used to: By means of two fused positioning subunits, the corrected position of the positioning antenna installed on the heavy-load railway locomotive is determined under respective corresponding conditions, wherein the corrected position includes the longitude, latitude and elevation of the positioning antenna, and the corrected position is calibrated by the longitude, latitude and elevation curve of the railway centerline corresponding to the railway to obtain the position of the heavy-load railway locomotive; a second positioning subsystem, for positioning the heavy-load railway locomotive based on the second positioning subsystem to obtain the position of the heavy-load railway locomotive when the heavy-load railway locomotive cannot be positioned by the first positioning subsystem, wherein the second positioning subsystem is formed based on the method corresponding to the first positioning subsystem and the locomotive operation parameters of the locomotive operation monitoring device; A fusion positioning subunit is a fusion positioning subunit based on Beidou satellite positioning; The fusion positioning subunit based on Beidou satellite positioning includes: A positioning antenna is provided on the heavy-load railway locomotive and is used for receiving a Beidou satellite signal through the positioning antenna at each positioning moment during the operation of the heavy-load railway locomotive on the railway. When the positioning antenna can receive the Beidou satellite signal, it indicates that the heavy-load railway locomotive is in an open space. The antenna position of the positioning antenna is determined according to the Beidou satellite signal received by the positioning antenna at the positioning moment. an inertial navigation unit, arranged on the heavy-haul railway locomotive, and used for collecting the angular acceleration and linear acceleration of the heavy-haul railway locomotive at each positioning moment during the operation of the heavy-haul railway locomotive on the railway, and calculating the antenna position of the positioning antenna according to the angular acceleration and the linear acceleration; An open space positioning submodule is used to fuse and solve the antenna position determined based on Beidou satellite positioning and the antenna position of the positioning antenna calculated based on an inertial navigation unit through an extended Kalman filter, wherein the fusion solution refers to assigning different weight parameters to the antenna position determined based on Beidou satellite positioning and the antenna position of the positioning antenna calculated based on an inertial navigation unit through an extended Kalman filter, establishing a first antenna position prediction model, and continuously updating the first antenna position prediction model through a prediction step and an update step, in which, in the prediction step, the antenna position at the next positioning moment is predicted based on the first antenna position prediction model, and in the update step, the antenna position determined by Beidou satellite positioning is used to correct the weight parameters in the first antenna position prediction model; when the heavy-load railway locomotive is in an open space, the corrected position of the positioning antenna at the next positioning moment is calculated according to the first antenna position prediction model at the previous positioning moment; Another type of fusion positioning subunit is a fusion positioning subunit based on HAAPH system positioning; The fusion positioning subunit based on HAAPH system positioning includes: A positioning antenna is used for each positioning moment of the heavy-load railway locomotive during its operation on the railway. The positioning antenna receives the signal of the HAAPH system. When the positioning antenna can receive the signal of the HAAPH system, it indicates that the heavy-load railway locomotive is in a shielding scene. The antenna position of the positioning antenna is determined according to the signal of the HAAPH system received by the positioning antenna at the positioning moment. an inertial navigation unit, arranged on the heavy-haul railway locomotive, and used for collecting the angular acceleration and linear acceleration of the heavy-haul railway locomotive at each positioning moment during the operation of the heavy-haul railway locomotive on the railway, and calculating the antenna position of the positioning antenna according to the angular acceleration and the linear acceleration; The shielded scene positioning submodule is used to fuse and solve the antenna position determined based on the HAAPH system positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit through an extended Kalman filter, wherein the fusion solution refers to assigning different weight parameters to the antenna position determined based on the HAAPH system positioning and the antenna position of the positioning antenna calculated based on the inertial navigation unit through an extended Kalman filter, establishing a second antenna position prediction model, and continuously updating the second antenna position prediction model through a prediction step and an update step, in which the antenna position at the next positioning moment is predicted based on the second antenna position prediction model in the prediction step, and the weight parameters in the second antenna position prediction model are corrected using the antenna position determined by the HAAPH system positioning in the update step; when the heavy-load railway locomotive is in a shielded scene, the corrected position of the positioning antenna at the next positioning moment is calculated based on the second antenna position prediction model at the previous positioning moment; The first positioning subsystem also includes: The first judgment submodule is used to select a fusion positioning subunit based on Beidou satellite positioning or a fusion positioning subunit based on HAAPH system positioning to determine the corrected position of the positioning antenna at each positioning moment; The first judgment submodule is specifically used for: When the positioning type in the positioning result of the HAAPH system is unpositioned and the positioning type in the positioning result of the Beidou satellite is positioned, it indicates that the heavy-load railway locomotive is in an open space, and the fusion positioning subunit based on Beidou satellite positioning is selected to determine the corrected position of the positioning antenna; When the positioning type in the positioning result of the Beidou satellite is unpositioned and the positioning type in the positioning result of the HAAPH system is positioned, it indicates that the heavy-load railway locomotive is in a shielded scene, and the fusion positioning subunit based on the HAAPH system positioning is selected to determine the corrected position of the positioning antenna; When the positioning type in the positioning result of the HAAPH system is "positioned" and the positioning type in the positioning result of the Beidou satellite is "positioned", if the position solution in the positioning result of the Beidou satellite is a floating point solution or a fixed solution, it indicates that the heavy-loaded railway locomotive is in an open space, and a fusion positioning subunit based on Beidou satellite positioning is selected to determine the corrected position of the positioning antenna. If the position solution in the positioning result of the Beidou satellite is a single star or a pseudo-range differential, it indicates that the heavy-loaded railway locomotive is in a shielded scene, and a fusion positioning subunit based on HAAPH system positioning is selected to determine the corrected position of the positioning antenna.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores one or more programs, and when the one or more programs are executed by a computer device, the computer device executes the method for positioning a heavy-load railway locomotive according to any one of claims 1 to 5.

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