Vehicle positioning deviation correction method and device based on rail transit multi-specialty fusion

Abstract

The embodiment of the invention provides a rail transit multi-specialty fusion-based vehicle positioning deviation correction method, which comprises the following steps that: the speed information of a vehicle is obtained, and the speed information is used for determining the positioning information of the vehicle; determining the detection quality of the anchor section joint points according to the number of the anchor section joint points in the vehicle driving interval and the actual number of the anchor section joint points; and determining a positioning deviation correction strategy of the vehicle according to the anchor section joint point detection quality. According to the vehicle positioning correction method based on rail transit multi-specialty fusion provided by the embodiment of the invention, the dependence of the system on hardware facilities can be reduced, and the accuracy and updating frequency of positioning data are improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of rail transit technology, and in particular to a vehicle positioning and correction method and device based on the integration of multiple disciplines in rail transit. Background Art

[0002] Traditional rail transit precise positioning methods often rely on hardware facilities, mainly through GNSS signals or fixed beacon systems, etc. However, GNSS signals cannot be received underground or in tunnels, and fixed beacon systems require regular maintenance and are costly. This not only increases the complexity and cost of the system, but also reduces the reliability and flexibility of the system. At the same time, it is also impossible to provide high-frequency positioning data updates, which poses a challenge to real-time monitoring and precise scheduling.

[0003] Therefore, there is an urgent need for a vehicle positioning and correction method based on the integration of multiple disciplines in rail transit to reduce the system's dependence on hardware facilities and improve the accuracy and update frequency of positioning data. Summary of the invention

[0004] The embodiment of the present application provides a vehicle positioning and correction method based on the integration of multiple disciplines in rail transit, which can reduce the system's dependence on hardware facilities and improve the accuracy and update frequency of positioning data.

[0005] In a first aspect, an embodiment of the present application provides a vehicle positioning and correction method based on rail transit multi-professional integration, including:

[0006] Acquiring speed information of the vehicle, wherein the speed information is used to determine the positioning information of the vehicle;

[0007] Determine the quality of anchor section joint point detection based on the number of anchor section joint points within the vehicle driving range and the actual number of anchor section joint points;

[0008] The positioning and deviation correction strategy of the vehicle is determined according to the detection quality of the anchor segment joint points.

[0009] In a possible implementation, the positioning and deviation correction strategy includes a section-level positioning and deviation correction strategy and an anchor point-level positioning and deviation correction strategy;

[0010] The interval-level positioning and deviation correction strategy is determined by the actual mileage from the center of the first platform to the center of the second platform, the calculated mileage determined by calculating the speed information, and the mileage corresponding to each sampling time point;

[0011] The anchor point-level positioning and correction strategy is determined by the actual mileage from the first positioning and correction point to the second positioning and correction point, the calculated mileage determined by speed information calculation, and the mileage corresponding to each sampling time point.

[0012] In a possible implementation, determining the positioning and deviation correction strategy of the vehicle according to the detection quality of the anchor segment joint point includes:

[0013] When the number of joint points in the anchor section is not equal to the number of joint points in the actual anchor section, determining to adopt an interval-level positioning and deviation correction strategy;

[0014] When the number of the anchor segment joint points is equal to the actual number of the anchor segment joint points, it is determined to adopt the anchor segment point-level positioning and deviation correction strategy.

[0015] In a possible implementation manner, the anchor segment joint point includes at least one positioning point, and the at least one positioning point includes the first positioning correction point or the second positioning correction point.

[0016] In a second aspect, an embodiment of the present application provides a rail transit vehicle positioning and correction device, comprising:

[0017] An acquisition module, used to acquire speed information of the vehicle, wherein the speed information is used to determine the positioning information of the vehicle;

[0018] A determination module, used to determine the detection quality of the anchor section joint points according to the number of anchor section joint points in the vehicle driving range and the actual number of anchor section joint points;

[0019] The strategy selection module is used to determine the vehicle positioning and deviation correction strategy according to the detection quality of the anchor segment joint points.

[0020] In a possible implementation, the positioning and deviation correction strategy includes a section-level positioning and deviation correction strategy and an anchor point-level positioning and deviation correction strategy;

[0021] The interval-level positioning and deviation correction strategy is determined by the actual mileage from the center of the first platform to the center of the second platform, the calculated mileage determined by calculating the speed information, and the mileage corresponding to each sampling time point;

[0022] The anchor point-level positioning and correction strategy is determined by the actual mileage from the first positioning and correction point to the second positioning and correction point, the calculated mileage determined by speed information calculation, and the mileage corresponding to each sampling time point.

[0023] In a possible implementation, the strategy selection module is used to:

[0024] When the number of joint points in the anchor section is not equal to the number of joint points in the actual anchor section, determining to adopt an interval-level positioning and deviation correction strategy;

[0025] When the number of the anchor segment joint points is equal to the actual number of the anchor segment joint points, it is determined to adopt the anchor segment point-level positioning and deviation correction strategy.

[0026] In a possible implementation manner, the anchor segment joint point includes at least one positioning point, and the at least one positioning point includes the first positioning correction point or the second positioning correction point.

[0027] In a third aspect, an embodiment of the present application further provides an electronic device, the electronic device comprising:

[0028] at least one processor;

[0029] and a memory communicatively coupled to the at least one processor;

[0030] Among them, the memory stores instructions that can be executed by at least one processor, and the instructions are executed by at least one processor to enable the electronic device to execute a method corresponding to any embodiment in the first aspect of the embodiments of the present application.

[0031] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, in which computer-readable storage medium is stored computer execution instructions, which, when executed by a processor, are used to implement any method of the first aspect of the embodiment of the present application.

[0032] In a fifth aspect, an embodiment of the present application further provides a computer program product, which includes computer execution instructions, and when the computer execution instructions are executed by a processor, they are used to implement the method of any embodiment corresponding to the first aspect of the present disclosure.

[0033] In summary, the vehicle positioning and correction method based on rail transit multi-professional integration provided by the embodiment of the present application can reduce the system's dependence on hardware facilities and improve the accuracy and update frequency of positioning data. This reduces maintenance costs. At the same time, the precise train positioning data provided by the embodiment of the present application provides strong support for operation management, helps optimize train operation plans, and improves the level of operation management. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0035] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0036] Figure 1 A schematic flow chart of a vehicle positioning and correction method based on rail transit multi-professional integration provided in an embodiment of the present application;

[0037] Figure 2 A schematic diagram of the relative position relationship between a platform center point, an anchor section joint point and a positioning correction point provided in an embodiment of the present application;

[0038] Figure 3 A data comparison chart of the positioning and correction method provided in the embodiment of the present application;

[0039] Figure 4 A schematic diagram of a vehicle positioning and correction device based on rail transit multi-professional integration provided in an embodiment of the present application;

[0040] Figure 5 A schematic diagram of a vehicle positioning and correction electronic device based on the integration of multiple disciplines in rail transit provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments are only examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the appended claims.

[0042] The following specific embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. The following will describe the embodiments of the present application in conjunction with the accompanying drawings.

[0043] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0044] Existing train positioning methods cannot meet the requirements of digitization and real-time performance, while the train's own speed information is an easily accessible and highly accurate data source. In the prior art, rail transit signal systems are relatively closed and cannot provide corresponding data support in most cases. Through the method proposed in the present invention, it is possible to integrate train speed data to obtain positioning information, and improve positioning accuracy through error correction technology. This not only reduces the system's dependence on hardware facilities and increases the frequency of updating positioning data, but also makes better use of the train's own digital information, providing technical support for the intelligence and automation of rail transit. The method of the present invention adopts the characteristics of multi-professional data fusion, and makes full use of multi-professional reference data such as rail transit signals, vehicles, power supply, and engineering services to achieve precise positioning and error correction.

[0045] The embodiment of the present application provides a vehicle positioning and correction method based on the integration of multiple disciplines in rail transit, which can reduce the system's dependence on hardware facilities and improve the accuracy and update frequency of positioning data.

[0046] Figure 1 A schematic diagram of a vehicle positioning and correction method based on multi-professional integration of rail transit is provided in the embodiment of the present application. Figure 1 The method comprises steps S101 to S103.

[0047] Step S101: Acquire vehicle speed information, where the speed information is used to determine vehicle positioning information.

[0048] In the embodiment of the present application, the vehicle speed data is easy to obtain and has been digitized, and the preliminary positioning information of the train can be obtained through speed integration. However, since the speed data accuracy of each vehicle may be different, and there may be deviations after speed integration, the embodiment of the present application further corrects the mileage after speed integration.

[0049] In the embodiment of the present application, the vehicle's speed information includes but is not limited to the vehicle's acceleration and deceleration information, speed information related to intermediate stops, etc., and the correction ratio correction based on the speed information of the above-mentioned related sections can further improve the positioning accuracy.

[0050] It can be seen that the embodiment of the present application uses train speed information for positioning, which simplifies the positioning process and improves the degree of digitization.

[0051] Step S102: determining the quality of anchor section joint point detection according to the number of anchor section joint points in the vehicle driving range and the actual number of anchor section joint points.

[0052] Step S103: determining a positioning and deviation correction strategy for the vehicle according to the detection quality of the anchor segment joint points.

[0053] In a possible implementation, the positioning and deviation correction strategy includes a section-level positioning and deviation correction strategy and an anchor point-level positioning and deviation correction strategy;

[0054] The interval-level positioning and deviation correction strategy is determined by the actual mileage from the center of the first platform to the center of the second platform, the calculated mileage determined by calculating the speed information, and the mileage corresponding to each sampling time point;

[0055] The anchor point-level positioning and correction strategy is determined by the actual mileage from the first positioning and correction point to the second positioning and correction point, the calculated mileage determined by speed information calculation, and the mileage corresponding to each sampling time point.

[0056] In the embodiment of the present application, the actual mileage from the center of the first platform to the center of the second platform is the accurate mileage obtained when the train is built. The calculated mileage determined by speed information calculation is the calculated mileage obtained by integrating the speed, and there will be a certain deviation from the actual mileage. When calculating, the accurate mileage is proportional to the calculated mileage, that is, the accurate mileage / calculated mileage is used to obtain the proportional coefficient A, and the mileage corresponding to each sampling time point is multiplied by the proportional coefficient A to obtain a mileage series set, that is, the mileage in the set is the corrected mileage.

[0057] In the embodiment of the present application, the actual mileage from the first positioning and correction point to the second positioning and correction point is the accurate mileage obtained when the train is running, which can be obtained through a camera or other equipment installed on the train, or it can be obtained based on the position information designed during construction. The calculated mileage determined by speed information calculation is the calculated mileage obtained by integrating the speed, and there will be a certain deviation from the actual accurate mileage. During the calculation, the accurate mileage is proportional to the calculated mileage, that is, the accurate mileage / calculated mileage is used to obtain the proportional coefficient B, and the mileage corresponding to each sampling time point is multiplied by the proportional coefficient B to obtain a mileage series set, that is, the mileage in the set is the corrected mileage.

[0058] It can be seen that the section-level positioning and deviation correction can effectively reduce the train positioning error and improve the safety and punctuality of train operation. The anchor point-level positioning and deviation correction can further refine the positioning accuracy and greatly improve the reliability of train positioning.

[0059] Since the acceleration of a train is usually fast at first and slow at last, and the deceleration is usually slow at first and fast at last, when calculating the integral, the acceleration and deceleration area is often shorter than the actual acceleration and deceleration area. And the absolute value of the acceleration in the acceleration process is usually larger than the absolute value of the acceleration in the deceleration stage.

[0060] In a possible implementation, the positioning correction result is corrected according to the acceleration and / or deceleration of the vehicle. Including but not limited to:

[0061] When correcting the deviation, the empirical threshold is set to d, d>0, and the acceleration sequence is compared with the empirical threshold d according to the calculated regional rate acceleration. The acceleration greater than d is called the acceleration stage A, the acceleration less than -d is called the deceleration stage B, and the acceleration between -d and d is the uniform speed stage.

[0062] Assuming that the acceleration phase corresponds to the acceleration experience correction factor α, and the deceleration phase corresponds to the deceleration experience correction factor β, then in the uniform speed phase, the corresponding correction factor ζ is:

[0063] ζ=-α*A / C-β*B / C

[0064] Then the spacing of all sampling points belonging to the acceleration phase is multiplied by α, the sampling points in the deceleration phase are multiplied by β, and the stable interval is multiplied by the correction factor ζ. In this way, the length of the acceleration area and the deceleration area are corrected without changing the length of the interval.

[0065] In a possible implementation, determining the positioning and deviation correction strategy of the vehicle according to the detection quality of the anchor segment joint point includes:

[0066] When the number of joint points in the anchor section is not equal to the number of joint points in the actual anchor section, determining to adopt an interval-level positioning and deviation correction strategy;

[0067] When the number of the anchor segment joint points is equal to the actual number of the anchor segment joint points, it is determined to adopt the anchor segment point-level positioning and deviation correction strategy.

[0068] It can be seen that the positioning and correction selection rate provided in the embodiment of the present application can flexibly respond to different working conditions, and can automatically select a suitable positioning and correction method according to the actual detection situation of the bow-net detection equipment, which not only ensures the positioning accuracy but also improves the robustness of the system.

[0069] In a possible implementation manner, the anchor segment joint point includes at least one positioning point, and the at least one positioning point includes the first positioning correction point or the second positioning correction point.

[0070] Figure 2 This is a schematic diagram of the relative position relationship between the first platform center and the second platform center, the first positioning correction point and the second positioning correction point, and the positioning point and the positioning correction point provided in the embodiment of the present application. Figure 2In the figure, there are multiple anchor joints between the center of the first platform and the center of the second platform, such as anchor joint A, anchor joint B, anchor joint C and anchor joint D. There are multiple positioning points between anchor joint A and anchor joint B, and one of the multiple positioning points is determined as the first positioning correction point. There are multiple positioning points between anchor joint B and anchor joint C, and one of the multiple positioning points is determined as the second positioning correction point.

[0071] Figure 3 This is a data comparison chart of the positioning and correction method provided in the embodiment of this application. Figure 3 In the figure, (a) is the maximum deviation between the fitting curve of the positioning data calculated by the positioning integral and the fitting curve of the actual positioning data. (b) is the average deviation between the fitting curve of the positioning data calculated by the positioning integral and the fitting curve of the actual positioning data. It can be seen that both the interval correction method and the anchor correction method can effectively realize the positioning correction of the vehicle.

[0072] Figure 4 A schematic diagram of a vehicle positioning and correction device based on multi-professional integration of rail transit provided in an embodiment of the present application. Figure 4 In the embodiment, it includes an acquisition module 401, a determination module 402 and a strategy selection module 404. Among them:

[0073] An acquisition module 401 is used to acquire speed information of a vehicle, and the speed information is used to determine the positioning information of the vehicle;

[0074] A determination module 402 is used to determine the detection quality of the anchor segment joint points according to the number of anchor segment joint points in the vehicle driving range and the actual number of anchor segment joint points;

[0075] The strategy selection module 404 is used to determine the vehicle positioning and deviation correction strategy according to the detection quality of the anchor segment joint points.

[0076] In a possible implementation, the positioning and deviation correction strategy includes a section-level positioning and deviation correction strategy and an anchor point-level positioning and deviation correction strategy;

[0077] The interval-level positioning and deviation correction strategy is determined by the actual mileage from the center of the first platform to the center of the second platform, the calculated mileage determined by calculating the speed information, and the mileage corresponding to each sampling time point;

[0078] The anchor point-level positioning and correction strategy is determined by the actual mileage from the first positioning and correction point to the second positioning and correction point, the calculated mileage determined by speed information calculation, and the mileage corresponding to each sampling time point.

[0079] In a possible implementation, the strategy selection module is used to:

[0080] When the number of joint points in the anchor section is not equal to the number of joint points in the actual anchor section, determining to adopt an interval-level positioning and deviation correction strategy;

[0081] When the number of the anchor segment joint points is equal to the actual number of the anchor segment joint points, it is determined to adopt the anchor segment point-level positioning and deviation correction strategy.

[0082] In a possible implementation manner, the anchor segment joint point includes at least one positioning point, and the at least one positioning point includes the first positioning correction point or the second positioning correction point.

[0083] In a possible implementation, the device is used to implement the following Figures 1 to 3 Corresponding to any embodiment method.

[0084] Figure 5 A schematic diagram of a vehicle positioning and correction electronic device based on rail transit multi-professional integration provided in an embodiment of the present application. Figure 5 As shown, the electronic device 500 includes: a memory 510 and a processor 520 .

[0085] The memory 510 stores a computer program that can be executed by at least one processor 520. The computer program is executed by at least one processor 520 to enable the electronic device to implement the method provided in any of the above embodiments.

[0086] The memory 510 and the processor 520 may be connected via a bus 530 .

[0087] The relevant instructions can be understood by referring to the relevant descriptions and effects corresponding to the method embodiments, which will not be repeated here.

[0088] An embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, and the computer program is executed by a processor to implement the following Figures 1 to 3 Corresponding to any embodiment method.

[0089] Among them, the computer-readable storage medium may be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, and the like.

[0090] An embodiment of the present application provides a computer program product, which includes computer-executable instructions, which are used to implement the following when the computer-executable instructions are executed by a processor: Figures 1 to 3 The method of any corresponding embodiment.

[0091] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of modules is only a logical function division. There may be other division methods in actual implementation, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0092] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the disclosure disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope of the present application is indicated by the claims.

[0093] It should be understood that the present application is not limited to the exact construction that has been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof.

Claims

1. A vehicle positioning and correction method based on multi-professional integration of rail transit, characterized in that: include: Acquiring speed information of the vehicle, wherein the speed information is used to determine the positioning information of the vehicle; Determine the quality of anchor section joint point detection based on the number of anchor section joint points within the vehicle driving range and the actual number of anchor section joint points; The positioning and deviation correction strategy of the vehicle is determined according to the detection quality of the anchor segment joint points.

2. The method according to claim 1, characterized in that The positioning and deviation correction strategy includes a section-level positioning and deviation correction strategy and an anchor point-level positioning and deviation correction strategy; The interval-level positioning and deviation correction strategy is determined by the actual mileage from the center of the first platform to the center of the second platform, the calculated mileage determined by calculating the speed information, and the mileage corresponding to each sampling time point; The anchor point-level positioning and correction strategy is determined by the actual mileage from the first positioning and correction point to the second positioning and correction point, the calculated mileage determined by speed information calculation, and the mileage corresponding to each sampling time point.

3. The method according to claim 1, characterized in that The method of determining the positioning and deviation correction strategy of the vehicle according to the detection quality of the anchor segment joint point comprises: When the number of joint points in the anchor section is not equal to the number of joint points in the actual anchor section, determining to adopt an interval-level positioning and deviation correction strategy; When the number of the anchor segment joint points is equal to the actual number of the anchor segment joint points, it is determined to adopt the anchor segment point-level positioning and deviation correction strategy.

4. The method according to any one of claims 1 to 3, characterized in that: The anchor segment joint point includes at least one positioning point, and the at least one positioning point includes the first positioning correction point or the second positioning correction point.

5. A rail transit vehicle positioning and correction device, characterized in that: include: An acquisition module, used to acquire speed information of the vehicle, wherein the speed information is used to determine the positioning information of the vehicle; A determination module, used to determine the detection quality of the anchor section joint points according to the number of anchor section joint points in the vehicle driving range and the actual number of anchor section joint points; The strategy selection module is used to determine the vehicle positioning and deviation correction strategy according to the detection quality of the anchor segment joint points.

6. The device according to claim 5, characterized in that The positioning and deviation correction strategy includes a section-level positioning and deviation correction strategy and an anchor point-level positioning and deviation correction strategy; The interval-level positioning and deviation correction strategy is determined by the actual mileage from the center of the first platform to the center of the second platform, the calculated mileage determined by calculating the speed information, and the mileage corresponding to each sampling time point; The anchor point-level positioning and correction strategy is determined by the actual mileage from the first positioning and correction point to the second positioning and correction point, the calculated mileage determined by speed information calculation, and the mileage corresponding to each sampling time point.

7. The device according to claim 5, characterized in that The strategy selection module is used to: When the number of joint points in the anchor section is not equal to the number of joint points in the actual anchor section, determining to adopt an interval-level positioning and deviation correction strategy; When the number of the anchor segment joint points is equal to the actual number of the anchor segment joint points, it is determined to adopt the anchor segment point-level positioning and deviation correction strategy.

8. The device according to any one of claims 5 to 7, characterized in that: The anchor segment joint point includes at least one positioning point, and the at least one positioning point includes the first positioning correction point or the second positioning correction point.

9. An electronic device, characterized in that: include: at least one processor; and a memory communicatively coupled to the at least one processor; The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the electronic device to perform the method as described in any one of claims 1 to 4.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 4 is implemented.

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