Railway positioning test method and system based on multi-source information

Abstract

The application discloses a kind of railway positioning test method and system based on multi-source information, which comprises the following steps: multi-source test system plays analog satellite positioning signal, auxiliary positioning instrument terminal carries out positioning consistency test to train positioning, auxiliary positioning instrument terminal designs inertial navigation smoothing correction algorithm, corrects train inertial navigation information, completes initial positioning test, multi-source test system plays analog satellite positioning signal and spoof satellite positioning signal simultaneously, auxiliary positioning terminal designs spoof diagnosis algorithm, and completes final positioning test;The scheme realizes the positioning test of railway train by using multi-source information, judges the accuracy of railway train positioning by calculating consistency test coefficient, and designs inertial navigation smoothing correction algorithm to eliminate the deviation of inertial measurement unit. When performing final positioning test, a spoof diagnosis algorithm is designed to diagnose the spoof satellite positioning signal, improve the positioning accuracy of railway train, and further improve the accuracy of the entire positioning test method.

Description

Technical Field

[0001] This invention belongs to the field of railway positioning technology, and in particular relates to a railway positioning test method and system based on multi-source information. Background Technology

[0002] In the railway transportation sector, precise train positioning plays a crucial role in ensuring operational safety and improving efficiency. With the rapid development of the railway industry, particularly the continuous expansion of high-speed rail and urban rail transit, higher demands are being placed on the accuracy, reliability, and anti-interference capabilities of train positioning.

[0003] Traditional railway positioning testing techniques rely solely on the train's own sensors for positioning, resulting in limited information. Furthermore, the positioning test results in interference scenarios such as tunnels deviate significantly from actual conditions. Existing testing methods are unable to operate in signal-shielded environments. On the other hand, relying on satellite positioning strategies can easily lead to positioning errors if deceptive signals are not detected in time. Therefore, there is an urgent need for a comprehensive and reliable railway positioning testing method and system that can effectively integrate multi-source information to improve positioning accuracy and reliability, while also simulating complex signal environments to conduct comprehensive testing of the positioning system. Summary of the Invention

[0004] This invention provides a railway positioning test method and system based on multi-source information to solve the technical problems of current railway positioning test methods that rely on a single railway positioning signal, have insufficient positioning test accuracy, and lack necessary signal correction and diagnostic mechanisms.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0006] On one hand, the present invention provides a railway positioning test method based on multi-source information, which includes:

[0007] S1: In an environment shielded by a signal jammer, the multi-source test system connects to the train terminal and the auxiliary positioning device terminal to complete the initialization of the train terminal and the auxiliary positioning device terminal.

[0008] S2: The multi-source test system plays simulated satellite positioning signals, and the train terminal receives the simulated satellite positioning signals. The train terminal is equipped with an inertial measurement unit, which publishes train inertial navigation information. The train position is calculated based on the simulated satellite positioning signals and the train inertial navigation information. The train position, simulated satellite positioning signals, and train inertial navigation information are then forwarded to the auxiliary positioning terminal. The auxiliary positioning terminal performs a positioning consistency test on the train positioning and calculates the positioning consistency test coefficient.

[0009] S3: Initial positioning test threshold. If the positioning consistency test coefficient is greater than the positioning test threshold, the auxiliary positioning terminal designs an inertial navigation smoothing correction algorithm to correct the train's inertial navigation information and complete the initial positioning test.

[0010] S4: The multi-source test system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals. The train terminal receives the satellite positioning signals and forwards them to the auxiliary positioning terminal. The auxiliary positioning terminal designs a spoofing diagnosis algorithm, calculates the train position, and completes the final positioning test.

[0011] S5: End the test and output the test results.

[0012] Further, step S1 includes:

[0013] The signal jammer shields the test environment from the influence of other signals besides the test signal, placing the terminal under test (DUT) in an ideal test environment for accurate testing of the DUT's status. All test methods are performed in the environment shielded by the signal jammer.

[0014] The multi-source testing system is connected to the train terminal and the auxiliary positioning device terminal via spatial wireless radiation.

[0015] The initialization of the train terminal and auxiliary positioning device terminal includes powering on and setting the working mode. Among them, the initialization of the satellite receiver and inertial measurement unit is completed by the train terminal.

[0016] During the test, the train terminal was... The train consists of several carriages, with a satellite positioning signal receiver and an inertial measurement unit (IMU) located in the middle of each carriage. By default, the satellite positioning signal receiver and the IMU are in the same position. The satellite positioning signal receiver receives satellite positioning signals from the multi-source test system, and the IMU publishes train inertial navigation information.

[0017] During the test, the auxiliary positioning device terminal was... It consists of 1 auxiliary positioning device, the number of which is determined according to the number of train terminals. The distance between every two auxiliary positioning devices is the length of a single train car. All auxiliary positioning devices are installed on the same side of the railway.

[0018] In the train terminal, each carriage's satellite positioning signal receiver and inertial measurement unit corresponds one-to-one with the auxiliary positioning tester;

[0019] The multi-source testing system can monitor all signals from the train terminal and the auxiliary positioning device terminal throughout the entire process.

[0020] Further, step S2 includes:

[0021] The multi-source test system plays simulated satellite positioning signals, where the number of simulated satellite positioning signals played is n. The train terminal receives the simulated satellite positioning signals, and the number of simulated satellite positioning signals received by the train terminal is n. ,in, , and All are integers;

[0022] if A value less than 3 indicates that the train terminal receives relatively few simulated satellite positioning signals under the test environment. In this case, the train position is calculated only by the train inertial measurement unit, without calculating the positions of each satellite receiver. If the value is greater than or equal to 3, then calculate the position of each satellite receiver;

[0023] It should be further noted that, in order to avoid ambiguity, the satellite positioning signals mentioned in steps S2 and S3 of this scheme refer to analog satellite positioning signals.

[0024] The set of satellite receivers for train terminals is P. Let represent the set of train terminal satellite receivers at time t, where ={ ,..., ,... }, This represents the position of the i-th satellite receiver at time t. ={ }, These represent the positions of the i-th satellite receiver on the x-axis, y-axis, and z-axis at time t, respectively. The specific calculation formula is as follows:

[0025] ;

[0026] ;

[0027] ;

[0028] Where j represents an integer, This represents the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the x-axis. This represents the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the y-axis. Let Σ represent the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the z-axis, and let Σ represent the summation function;

[0029] The set of train terminal inertial measurement units is denoted as U. Let represent the set of train terminal inertial measurement units at time t, where ={ ,..., ,... }, This represents the position of the i-th inertial measurement unit at time t. ={ }, These represent the positions of the i-th inertial measurement unit on the x-axis, y-axis, and z-axis at time t, respectively.

[0030] The train position W is calculated using simulated satellite positioning signals and train inertial navigation information. The train position at time t... The calculation formula is as follows:

[0031] ;

[0032] in, Represents the sequence number, which is an integer. This represents the position of the h-th satellite receiver at time t. express This indicates the position of the h-th inertial measurement unit at time t. This indicates the distance between the two auxiliary positioning devices. express This represents the adjustment factor, if If the value is less than 3, then If it equals 1, If the value is greater than or equal to 3, then It equals 2;

[0033] When the distance between the first carriage of the train terminal and the nearest auxiliary positioning device At this time, the current time is set to The train terminal forwards the train position, analog satellite positioning signal and train inertial navigation information to the auxiliary positioning device terminal;

[0034] The auxiliary positioning terminal performs a positioning consistency test on the train and calculates the positioning consistency test coefficient. The specific steps are as follows:

[0035] (1) Obtain the position of the auxiliary positioning device, where the set of auxiliary positioning devices is F, and , This indicates the position of the i-th auxiliary positioning device. , They represent the first The position of the auxiliary positioning device on the x-axis, y-axis and z-axis;

[0036] (2) Calculate the approximation coefficient set R, and the approximation coefficient at time t. The specific calculation formula is as follows:

[0037] = ;

[0038] in, This indicates the position of the b-th auxiliary positioning device. Indicates the serial number;

[0039] The set of approximation coefficients R={ }, calculate the minimum value min{R} in the set of approximation coefficients, where min{} represents the calculation of finding the minimum value;

[0040] The time corresponding to the minimum value min{R} in the approximation coefficient set This is the moment when the middle of each carriage in the train terminal aligns with the auxiliary positioning device.

[0041] (3) Calculate the positioning consistency test coefficient S, in The positioning consistency test coefficient S is calculated at any time, and the specific calculation formula is as follows:

[0042] ;

[0043] in , , These represent the positions of the b-th auxiliary positioning device on the x-axis, y-axis, and z-axis, respectively. They represent in The position of the b-th inertial measurement unit on the x-axis, y-axis, and z-axis at time b.

[0044] Furthermore, the initial positioning test threshold is set. If the positioning consistency test coefficient is greater than the positioning test threshold, the auxiliary positioning terminal designs an inertial navigation smoothing correction algorithm to correct the train's inertial navigation information. If the positioning consistency test coefficient is less than or equal to the positioning test threshold, the initial positioning test ends.

[0045] The specific steps of the inertial navigation smoothing correction algorithm are as follows:

[0046] (1) Construct an inertial navigation space-time matrix, with time as the row and the position of the inertial measurement unit as the column. In the inertial navigation space-time matrix, each row represents the position of the same inertial measurement unit at different times, with the starting time being... The termination time is Each column represents the position distance of each inertial measurement unit at the same moment;

[0047] (2) Set up a standardized treatment matrix, wherein the number of rows and columns of the standardized treatment matrix is ​​the same as the number of rows and columns of the inertial navigation spacetime matrix, and the value of each row in the standardized treatment matrix is... , The value of is in the range [0,L] and is an integer. Each row has... All are 1 greater than the previous row;

[0048] (3) Construct the spatiotemporal feature matrix. The inertial navigation spatiotemporal matrix and the standardized processing matrix are summed and processed. The maximum and minimum values ​​in each column of the matrix after summing and processing are used as the feature coordinates of that column. The spatiotemporal feature matrix is ​​constructed from all feature coordinates.

[0049] (4) Calculate the smoothness K of adjacent feature coordinates in the spatiotemporal feature matrix. Calculate the smoothness of the (i+1)th feature coordinate using the i-th feature coordinate and the (i+1)-th feature coordinate. The calculation formula is as follows:

[0050] ;

[0051] in, This represents the ordinate of the i-th feature coordinate. This represents the x-coordinate of the i-th feature coordinate. Let represent the ordinate of the (i+1)th feature coordinate. Represents the x-coordinate of the (i+1)th feature coordinate;

[0052] The smoothness is calculated using the first and last feature coordinates as the overall smoothness. Set a reasonable smoothing range based on the overall smoothness. ],in, and These represent the smoothing coefficients. If the smoothness of the feature coordinates is within a reasonable smoothing range, there is no need to correct the inertial navigation information of the inertial measurement unit corresponding to the feature coordinates; otherwise, it is necessary to correct the inertial navigation information of the inertial measurement unit corresponding to the feature coordinates.

[0053] (5) Calculate the correction deviation. The inertial measurement unit corresponding to the feature coordinates that need to be corrected can be obtained from the reasonable smoothing range. Record the numbers of all inertial measurement units that need to be corrected, and calculate the correction deviation. The correction deviation of the i-th inertial measurement unit is... The calculation formula is as follows:

[0054] ;

[0055] in, They represent in The position of the i-th inertial measurement unit on the x-axis, y-axis, and z-axis at time i;

[0056] The sum of the inertial measurement unit and the correction deviation is the corrected train inertial navigation information;

[0057] The train position at the termination time is calculated using simulated satellite positioning signals and corrected train inertial navigation information. The initial detection threshold is initialized. If the absolute value of the deviation between the actual train position and the train position is less than the initial detection threshold, the initial positioning test is successful. If the absolute value of the deviation between the actual train position and the train position is greater than or equal to the detection threshold, the initial positioning test fails.

[0058] Complete the initial positioning test.

[0059] Further, step S4 includes:

[0060] The multi-source testing system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals, with the number of such signals being m. The train terminal receives these satellite positioning signals, and the number of satellite positioning signals received by the train terminal is m. ,in, , and All are integers;

[0061] if A value less than 3 indicates that the train terminal receives fewer satellite positioning signals under test conditions. In this case, the train position is calculated only by the train inertial measurement unit, without calculating the positions of each satellite receiver. If the value is greater than or equal to 3, the spoofing signal needs to be diagnosed first, and then the position of each satellite receiver needs to be calculated.

[0062] The distance between the first carriage of the train terminal and the nearest auxiliary positioning device At this time, the train terminal forwards the train position, satellite positioning signal, and train inertial navigation information to the auxiliary positioning terminal. The auxiliary positioning terminal designs a deception diagnosis algorithm, and the specific steps are as follows:

[0063] (1) Calculate the distance difference. Calculate the distance difference between the different satellite positioning signals of each satellite receiver at the termination time and the start time. Then, the distance difference between the j-th satellite of the i-th satellite receiver at the termination time and the start time is: The distance difference is normalized to obtain the normalized distance difference. The specific expression is shown in the following formula:

[0064] ;

[0065] (2) Sort the distance differences by sorting them from smallest to largest to obtain an ordered set of satellite biases;

[0066] (3) Calculate the diagnostic coefficients. Divide the ordered satellite bias set into four equal parts. If the parts cannot be completely divided, take the integer part of the first three parts and put the remaining data in the last part.

[0067] Calculate the first diagnostic coefficient Second diagnostic coefficient The first diagnostic coefficient The median of the first set of equal members, and the second diagnostic coefficient. The median of the third set of equal members;

[0068] (4) Calculate the diagnostic interval, where the diagnostic interval G is the first diagnostic coefficient. Second diagnostic coefficient The absolute value of the difference;

[0069] Calculate the lower limit of the diagnostic range , ;

[0070] Calculate the upper limit of the diagnostic range , ,in For adjustment coefficients;

[0071] (5) Deceiving satellite positioning signal identification, if the data of the ordered satellite bias set falls within [ , If the value is L, it means that the satellite positioning signal corresponding to the data is a real signal; otherwise, it is a potential spoofing signal. Count the number of times each satellite positioning signal is a potential spoofing signal. If the number is greater than or equal to L / 3, then the signal is a spoofing signal; otherwise, it is a real signal.

[0072] The train position at the termination time is calculated using satellite positioning signals and train inertial navigation information. The actual position of the train is calculated by the auxiliary positioning device. The final detection threshold is initialized. If the absolute value of the deviation between the actual position of the train and the train position is less than the final detection threshold, the final positioning is successful. If the absolute value of the deviation between the actual position of the train and the train position is greater than or equal to the detection threshold, the final positioning fails.

[0073] Complete the final test.

[0074] On the other hand, the present invention also provides a railway positioning test system based on multi-source information, which includes:

[0075] The test initialization module connects the multi-source test system to the train terminal and the auxiliary positioning device terminal in an environment shielded by the signal jammer, and completes the initialization work of the train terminal and the auxiliary positioning device terminal.

[0076] In the initial positioning test module, the multi-source test system plays simulated satellite positioning signals. The train terminal receives these simulated satellite positioning signals. The train terminal is equipped with an inertial measurement unit (IMU), which publishes train inertial navigation information. Based on the simulated satellite positioning signals and the train inertial navigation information, the train position is calculated, and the train position, simulated satellite positioning signals, and train inertial navigation information are forwarded to the auxiliary positioning terminal. The auxiliary positioning terminal performs a positioning consistency test on the train positioning and calculates the positioning consistency test coefficient and the initial positioning test threshold. If the positioning consistency test coefficient is greater than the positioning test threshold, the auxiliary positioning terminal designs an inertial navigation smoothing correction algorithm to correct the train inertial navigation information, thus completing the initial positioning test.

[0077] In the final positioning test module, the multi-source test system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals. The train terminal receives the satellite positioning signals and forwards them to the auxiliary positioning terminal. The auxiliary positioning terminal designs a spoofing diagnosis algorithm, calculates the train position, and completes the final positioning test.

[0078] The results output module ends the test and outputs the test results.

[0079] The beneficial effects of the technical solution provided by this invention include at least the following:

[0080] 1. This invention achieves full-scenario, multi-dimensional verification of railway positioning systems by constructing a complete test process of "shielded environment initialization - positioning consistency test". Compared with the limitations of traditional test schemes that only target single signals or unshielded environments, this scheme relies on the collaborative testing mechanism of multi-source test systems and auxiliary positioning terminals. It can simulate real and deceptive satellite positioning signals in a controllable shielded environment. At the same time, it combines train inertial navigation information to complete data interaction and algorithm optimization. It can comprehensively cover the core links of railway positioning systems such as signal reception, train position calculation, and anomaly diagnosis, significantly improving the accuracy, systematicness, and reliability of the test, and providing a standardized and reproducible technical solution for the performance verification of railway positioning systems.

[0081] 2. In this scheme, the multi-source test system first plays simulated satellite positioning signals to conduct an initial positioning test. The train terminal calculates the position by fusing satellite and inertial navigation information, and links with the auxiliary positioning terminal to conduct a positioning consistency test. This can accurately detect the matching degree between the train positioning data and the actual signal, providing a quantitative basis for the basic performance evaluation of the positioning system. By setting a positioning test threshold, an inertial navigation smoothing correction algorithm is designed when the consistency coefficient does not meet the standard. This can specifically optimize the stability of inertial navigation information, solve the positioning deviation problem that is prone to occur when relying solely on satellite positioning signals or inertial navigation information, effectively improve the accuracy of train positioning, and ensure the reliable operation of the positioning system under normal signal conditions.

[0082] 3. In this solution, a multi-source testing system simultaneously plays simulated and spoofed satellite positioning signals for the final positioning test. The auxiliary positioning terminal uses a spoofing diagnostic algorithm to diagnose the spoofed satellite positioning signals. This simulates signal interference scenarios faced by railway positioning systems, accurately testing the system's ability to identify and resist spoofed signals. Compared to traditional tests that lack spoofing signal scenarios, this step can expose the positioning system's vulnerabilities in complex signal environments in advance. Algorithm optimization can improve the system's diagnostic and fault-tolerant capabilities for abnormal signals, providing crucial technical support for safe positioning in railway transportation. Attached Figure Description

[0083] Figure 1 This is a schematic diagram of the overall execution flow of a railway positioning test method based on multi-source information, provided in an embodiment of the present invention. Detailed Implementation

[0084] The present invention will be further described below with reference to the accompanying drawings, but this is not intended to limit the present invention in any way. Any modifications or substitutions made based on the teachings of the present invention shall fall within the protection scope of the present invention.

[0085] Example 1

[0086] This embodiment provides a railway positioning test method based on multi-source information, which can be implemented by electronic devices, such as... Figure 1 As shown. Specifically, the method in this embodiment includes the following steps:

[0087] In an environment shielded by a signal jammer, the multi-source test system connects to the train terminal and the auxiliary positioning device terminal, completing the initialization of the train terminal and the auxiliary positioning device terminal, specifically as follows:

[0088] To eliminate interference from signals other than the test signal, the test environment is first set up in a reasonable manner. The signal jammer shields the test environment from the influence of other signals besides the test signal, so that the terminal under test is in an ideal test environment for accurate testing of the terminal under test. All test methods are carried out in the environment shielded by the signal jammer.

[0089] The multi-source test system is connected to the train terminal and the auxiliary positioning device terminal. The connection method is spatial wireless radiation. In this solution, the latency of the spatial wireless radiation connection method is controllable by default, and the impact of extreme communication conditions is not considered.

[0090] The initialization of the train terminal and auxiliary positioning device terminal includes powering on and setting the working mode. Among them, the train terminal completes the initialization of the satellite receiver and inertial measurement unit.

[0091] During the test, the train terminal was... The train consists of several carriages, each with a satellite positioning signal receiver and an inertial measurement unit (IMU) located in the center. By default, the satellite positioning signal receiver and IMU are positioned identically. The satellite positioning signal receiver receives satellite positioning signals from a multi-source test system. It should be further noted that the satellite positioning signals in this scheme include simulated satellite positioning signals and deceptive satellite positioning signals. The IMU publishes train inertial navigation information. In this embodiment... The value is 12. It should be further explained that the simulated satellite positioning signal in this scheme can be understood as the real satellite positioning signal.

[0092] During the test, the auxiliary positioning device terminal was... It consists of 1 auxiliary positioning device, the number of which is determined according to the number of train terminals, and the distance between every two auxiliary positioning devices is the length of a single train car.

[0093] In the train terminal, each carriage's satellite positioning signal receiver and inertial measurement unit corresponds one-to-one with the auxiliary positioning tester. It should be further noted that the satellite positioning signal receiver and inertial measurement unit in this scheme meet the ideal conditions. When the train stops, it can be ensured that the satellite positioning signal receiver and inertial measurement unit are in the same position as the corresponding auxiliary positioning tester, so as to ensure the accuracy of the positioning test in this scheme.

[0094] The multi-source testing system can monitor all signals from the train terminal and the auxiliary positioning device terminal throughout the entire process;

[0095] It should be further clarified that the train in this plan refers to a railway train.

[0096] The multi-source testing system plays simulated satellite positioning signals. The train terminal receives these simulated satellite positioning signals. The train terminal is equipped with an inertial measurement unit (IMU), which publishes train inertial navigation information. Based on the simulated satellite positioning signals and the train inertial navigation information, the train position is calculated, and the train position, simulated satellite positioning signals, and train inertial navigation information are forwarded to the auxiliary positioning terminal. The auxiliary positioning terminal performs a positioning consistency test on the train positioning and calculates the positioning consistency test coefficient. Specifically:

[0097] After defining the basic information, positioning is performed twice, targeting different scenarios to achieve different testing objectives. First, the multi-source test system plays simulated satellite positioning signals, with n simulated satellite positioning signals played. The train terminal receives these simulated satellite positioning signals, with the number of received simulated satellite positioning signals being n. ,in, , and All values ​​are integers. Further explanation is needed: the multi-source test system plays multiple simulated satellite positioning signals to simulate a real positioning and navigation environment. At the same time, by recording the number of positioning signals received by the train's satellite positioning, it can decide whether to use satellite positioning signals to calculate the train's position in the test environment, avoiding large deviations in train positioning caused by satellite positioning signal quality issues, thereby improving the accuracy of train positioning tests.

[0098] if A value less than 3 indicates that the train terminal receives relatively few simulated satellite positioning signals under the test environment. In this case, the train position is calculated only by the train inertial measurement unit, without calculating the positions of each satellite receiver. If the value is greater than or equal to 3, then calculate the position of each satellite receiver;

[0099] The set of satellite receivers for train terminals is P. Let represent the set of train terminal satellite receivers at time t, where ={ ,..., ,... }, This represents the position of the i-th satellite receiver at time t. ={ }, where L represents the number of satellite receivers. These represent the positions of the i-th satellite receiver on the x-axis, y-axis, and z-axis at time t, respectively. The specific calculation formula is as follows:

[0100] ;

[0101] ;

[0102] ;

[0103] Where j represents an integer, This represents the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the x-axis. This represents the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the y-axis. Let Σ represent the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the z-axis, and let Σ represent the summation function;

[0104] The set of train terminal inertial measurement units is denoted as U. Let represent the set of train terminal inertial measurement units at time t, where ={ ,..., ,...}, This represents the position of the i-th inertial measurement unit at time t. ={ }, These represent the positions of the i-th inertial measurement unit on the x-axis, y-axis, and z-axis at time t, respectively.

[0105] The train position W is calculated using simulated satellite positioning signals and train inertial navigation information. The train position at time t... The calculation formula is as follows:

[0106] ;

[0107] in, Represents the sequence number, which is an integer. This represents the position of the h-th satellite receiver at time t. This indicates the position of the (h-1)th satellite receiver at time t. This indicates the position of the h-th inertial measurement unit at time t. This indicates the position of the (h-1)th inertial measurement unit at time t. This represents the adjustment factor, if If the value is less than 3, then If it equals 1, If the value is greater than or equal to 3, then It equals 2;

[0108] It should be further explained that the train position also includes three-axis coordinates: x-axis, y-axis, and z-axis. The above formula is actually a matrix operation. In this case, the distance calculation involved in this scheme is the square root of the sum of the squares of the x-axis, y-axis, and z-axis.

[0109] When the distance between the first carriage of the train terminal and the nearest auxiliary positioning device At this time, the current time is set to The train terminal forwards the train position, simulated satellite positioning signal and train inertial navigation information to the auxiliary positioning instrument terminal. It should be further explained that, in order to improve testing efficiency and reduce the loss of computing power during the testing process, the relevant data is only transmitted and calculated within a certain range.

[0110] The auxiliary positioning terminal performs a positioning consistency test on the train and calculates the positioning consistency test coefficient. The specific steps are as follows:

[0111] (1) Obtain the position of the auxiliary positioning device, where the set of auxiliary positioning devices is F, and , This indicates the position of the i-th auxiliary positioning device. , They represent the first The positions of the auxiliary positioning devices on the x, y, and z axes should be further explained. It should be noted that the number of satellite receivers, auxiliary positioning devices, and inertial measurement units is the same in this scheme.

[0112] (2) Calculate the approximation coefficient set R, and the approximation coefficient at time t. The specific calculation formula is as follows:

[0113] = ;

[0114] in, This indicates the position of the b-th auxiliary positioning device. Indicates the serial number;

[0115] The set of approximation coefficients R={ }, calculate the minimum value min{R} in the set of approximation coefficients, where min{} represents the calculation of finding the minimum value;

[0116] The time corresponding to the minimum value min{R} in the approximation coefficient set This is the moment when the middle of each carriage in the train terminal aligns with the auxiliary positioning device.

[0117] It should be further explained that the approximation factor is calculated to obtain the time when the satellite positioning receiver and the auxiliary positioning device in the train terminal are aligned. For the sake of simplicity, the approximation factor can be omitted here, and the time when the satellite positioning receiver and the auxiliary positioning device in the train terminal are aligned can be taken directly.

[0118] (3) Calculate the positioning consistency test coefficient S, in The positioning consistency test coefficient S is calculated at any time, and the specific calculation formula is as follows:

[0119] ;

[0120] in , , These represent the positions of the b-th auxiliary positioning device on the x-axis, y-axis, and z-axis, respectively. They represent in The position of the b-th inertial measurement unit on the x-axis, y-axis, and z-axis at time b.

[0121] The initial positioning test threshold is set. If the positioning consistency test coefficient is greater than the initial positioning test threshold, the auxiliary positioning terminal designs an inertial navigation smoothing correction algorithm to correct the train's inertial navigation information and complete the initial positioning test. Specifically:

[0122] The initial positioning test threshold is set. If the positioning consistency test coefficient is greater than the initial positioning test threshold, it indicates that there is a large deviation in the train's position. The auxiliary positioning terminal is designed with an inertial navigation smoothing correction algorithm to correct the train's inertial navigation information.

[0123] If the positioning consistency test coefficient is less than or equal to the positioning test threshold, the first positioning test ends, indicating that the train position is relatively accurate at this time.

[0124] The specific steps of the inertial navigation smoothing correction algorithm are as follows:

[0125] (1) Construct the inertial navigation spatiotemporal matrix, with time as the row and the position of the inertial measurement unit as the column. In the spatiotemporal matrix, each row represents the position of the same inertial navigation measurement unit at different times, with the starting time being... The termination time is Each column represents the position distance of each inertial measurement unit at the same time.

[0126] (2) Set up a standardized treatment matrix. The number of rows and columns in the standardized treatment matrix is ​​the same as that in the spatiotemporal matrix. The value of each row in the standardized treatment matrix is... , The value of is in the range [0,L] and is an integer. Each row has... Each row is 1 greater than the previous row. For example, in a normalized treatment matrix, the first row is all 0s, the second row is all -H, and the third row is all... The last line is all ;

[0127] (3) Construct a spatiotemporal feature matrix. The spatiotemporal matrix is ​​combined with the standardized treatment matrix to eliminate the influence of physical distance. The maximum and minimum values ​​in each column of the matrix after the combination are used as the feature coordinates of that column. Therefore, the feature coordinates of each column will involve two inertial measurement units. The same principle applies in the subsequent correction. The spatiotemporal feature matrix is ​​constructed from all feature coordinates.

[0128] (4) Calculate the smoothness K of adjacent feature coordinates. Calculate the smoothness of the (i+1)th feature coordinate from the i-th feature coordinate and the (i+1)-th feature coordinate. The calculation formula is as follows:

[0129] ;

[0130] in, This represents the ordinate of the i-th feature coordinate. This represents the x-coordinate of the i-th feature coordinate. Let represent the ordinate of the (i+1)th feature coordinate. Represents the x-coordinate of the (i+1)th feature coordinate;

[0131] The smoothness is calculated using the first and last feature coordinates as the overall smoothness. Set a reasonable smoothing range based on the overall smoothness. ],in, and These represent the smoothing coefficients. If the smoothness of the feature coordinates is within a reasonable smoothing range, there is no need to correct the inertial navigation information of the inertial measurement unit corresponding to the feature coordinates; otherwise, it is necessary to correct the inertial navigation information of the inertial measurement unit corresponding to the feature coordinates.

[0132] (5) Calculate the correction deviation. The inertial measurement unit corresponding to the feature coordinates that need to be corrected can be obtained from the reasonable smoothing range. Record the numbers of all inertial measurement units that need to be corrected, and calculate the correction deviation. The correction deviation of the i-th inertial measurement unit is... The calculation formula is as follows:

[0133] ;

[0134] in, They represent in The position of the i-th inertial measurement unit on the x-axis, y-axis, and z-axis at time i;

[0135] The sum of the inertial measurement unit and the correction deviation is the corrected train inertial navigation information;

[0136] The train position at the termination time is calculated using simulated satellite positioning signals and corrected train inertial navigation information. The initial detection threshold is initialized. If the absolute value of the deviation between the actual train position and the train position is less than the initial detection threshold, the initial positioning is successful. If the absolute value of the deviation between the actual train position and the train position is greater than or equal to the detection threshold, the initial positioning test fails.

[0137] After completing the initial positioning test, regardless of the initial positioning result, a final positioning test is performed.

[0138] The multi-source testing system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals. The train terminal receives these satellite positioning signals and forwards them to the auxiliary positioning terminal. The auxiliary positioning terminal designs a spoofing diagnosis algorithm, calculates the train's position, and completes the final positioning test. Specifically:

[0139] The multi-source testing system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals, with the number of such signals being m. The train terminal receives these satellite positioning signals, and the number of satellite positioning signals received by the train terminal is m. ,in, , and All are integers;

[0140] if A value less than 3 indicates that the train terminal receives fewer satellite positioning signals under test conditions. In this case, the train position is calculated only by the train inertial measurement unit, without calculating the positions of each satellite receiver. If the value is greater than or equal to 3, the spoofing signal needs to be diagnosed first, and then the position of each satellite receiver needs to be calculated.

[0141] The distance between the first carriage of the train terminal and the nearest auxiliary positioning device At that time, the train terminal forwards the train's position, satellite positioning signal, and train inertial navigation information to the auxiliary positioning device terminal.

[0142] The specific steps for designing a spoofing detection algorithm for an assisted positioning terminal are as follows:

[0143] (1) Calculate the distance difference: Calculate the distance difference between the different satellite positioning signals of each satellite receiver at the termination time and the start time. Then, the distance difference between the j-th satellite of the i-th satellite receiver at the termination time and the start time is: The above distance difference normalization process yields the normalized distance difference. The specific expression is shown in the following formula:

[0144] ;

[0145] It should be further noted that the formula for calculating the location distance has been described earlier in this embodiment and will not be repeated here.

[0146] (2) Sort the distance differences by sorting them from smallest to largest to obtain an ordered set of satellite biases;

[0147] (3) Calculate the diagnostic coefficients. Divide the ordered satellite bias set into four equal parts. If the parts cannot be completely divided, take the integer part of the first three parts and put the remaining data in the last part.

[0148] Calculate the first diagnostic coefficient Second diagnostic coefficient The first diagnostic coefficient The median of the first set of equal members, and the second diagnostic coefficient. The median is the median of the third set of equal subgroups. It should be further noted that if there are fewer than three data points in a set of equal subgroups, the median is the mean of all data points in that set.

[0149] (4) Calculate the diagnostic interval, where the diagnostic interval G is the first diagnostic coefficient. Second diagnostic coefficient The absolute value of the difference;

[0150] Calculate the lower limit of the diagnostic range , ;

[0151] Calculate the upper limit of the diagnostic range , ,in In this embodiment, to adjust the coefficients, The value is 1.2;

[0152] (5) Deceiving satellite positioning signal identification, if the data of the ordered satellite bias set falls within [ , If the value is L, it means that the satellite positioning signal corresponding to the data is a real signal; otherwise, it is a potential spoofing signal. Count the number of times each satellite positioning signal is a potential spoofing signal. If the number is greater than or equal to L / 3, then the signal is a spoofing signal; otherwise, it is a real signal.

[0153] The train position at the termination time is calculated using satellite positioning signals and train inertial navigation information. The actual position of the train is calculated by the auxiliary positioning device. The final detection threshold is initialized. If the absolute value of the deviation between the actual position of the train and the train position is less than the final detection threshold, the final positioning test is successful. If the absolute value of the deviation between the actual position of the train and the train position is greater than or equal to the detection threshold, the final positioning test fails.

[0154] Complete the final test.

[0155] Example 2

[0156] This embodiment provides a railway positioning test system based on multi-source information, which includes the following modules:

[0157] The test initialization module connects the multi-source test system to the train terminal and the auxiliary positioning device terminal in an environment shielded by the signal jammer, and completes the initialization work of the train terminal and the auxiliary positioning device terminal.

[0158] In the initial positioning test module, the multi-source test system plays simulated satellite positioning signals. The train terminal receives these simulated satellite positioning signals. The train terminal is equipped with an inertial measurement unit (IMU), which publishes train inertial navigation information. Based on the simulated satellite positioning signals and the train inertial navigation information, the train position is calculated, and the train position, simulated satellite positioning signals, and train inertial navigation information are forwarded to the auxiliary positioning terminal. The auxiliary positioning terminal performs a positioning consistency test on the train positioning and calculates the positioning consistency test coefficient and the initial positioning test threshold. If the positioning consistency test coefficient is greater than the positioning test threshold, the auxiliary positioning terminal designs an inertial navigation smoothing correction algorithm to correct the train inertial navigation information, thus completing the initial positioning test.

[0159] In the final positioning test module, the multi-source test system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals. The train terminal receives the satellite positioning signals and forwards them to the auxiliary positioning terminal. The auxiliary positioning terminal designs a spoofing diagnosis algorithm, calculates the train position, and completes the final positioning test.

[0160] The results output module ends the test and outputs the test results.

[0161] As used herein, the term "preferred" is meant as an example, illustration, or illustration. Any aspect or design described herein as "preferred" need not be construed as being more advantageous than other aspects or designs. Rather, the use of the term "preferred" is intended to present the concept in a specific manner. As used in this application, the term "or" is intended to mean an inclusive "or" rather than an exclusionary "or." That is, unless otherwise specified or clear from the context, "X uses A or B" naturally includes either of the permutations. That is, if X uses A; X uses B; or X uses both A and B, then "X uses A or B" is satisfied in any of the foregoing examples.

[0162] Furthermore, although this disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art based on a reading and understanding of this specification and the accompanying drawings. This disclosure includes all such modifications and variations and is limited only by the scope of the appended claims. In particular, with respect to the various functions performed by the aforementioned components (e.g., elements, etc.), the terminology used to describe such components is intended to correspond to any component (unless otherwise indicated) that performs the specified function of said component (e.g., is functionally equivalent to it), even if structurally not equivalent to the disclosed structure performing the functions in the exemplary implementations of this disclosure shown herein. Moreover, although specific features of this disclosure have been disclosed with respect to only one of several implementations, such features may be combined with one or more features of other implementations that may be desirable and advantageous for a given or particular application. Furthermore, with regard to the use of the terms “comprising,” “having,” “containing,” or variations thereof in the Detailed Description or claims, such terms are intended to be included in a manner similar to the term “including.”

[0163] The functional units in this invention embodiment can be integrated into a processing module, or each unit can exist physically separately, or multiple units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. The aforementioned devices or systems can execute the storage methods in the corresponding method embodiments.

[0164] In summary, the above embodiments are one implementation of the present invention, but the implementation of the present invention is not limited to the embodiments described above. Any changes, modifications, substitutions, combinations, or simplifications made that deviate from the spirit and principle of the present invention should be considered equivalent substitutions and are included within the protection scope of the present invention.

Claims

1. A railway positioning test method based on multi-source information, characterized in that, Includes the following steps: S1: In an environment shielded by a signal jammer, the multi-source test system connects to the train terminal and the auxiliary positioning device terminal to complete the initialization of the train terminal and the auxiliary positioning device terminal. S2: The multi-source test system plays simulated satellite positioning signals, and the train terminal receives the simulated satellite positioning signals. The train terminal is equipped with an inertial measurement unit, which publishes train inertial navigation information. The train position is calculated based on the simulated satellite positioning signals and the train inertial navigation information. The train position, simulated satellite positioning signals, and train inertial navigation information are then forwarded to the auxiliary positioning terminal. The auxiliary positioning terminal performs a positioning consistency test on the train positioning and calculates the positioning consistency test coefficient. Step S2 includes: The multi-source test system plays simulated satellite positioning signals, where the number of simulated satellite positioning signals played is n. The train terminal receives the simulated satellite positioning signals, and the number of simulated satellite positioning signals received by the train terminal is n. ,in, , and All are integers; if A value less than 3 indicates that the train terminal receives relatively few simulated satellite positioning signals under the test environment. In this case, the train position is calculated only by the train inertial measurement unit, without calculating the positions of each satellite receiver. If the value is greater than or equal to 3, then calculate the position of each satellite receiver; The set of satellite receivers for train terminals is P. Let represent the set of train terminal satellite receivers at time t, where ={ ,..., ,... }, This represents the position of the i-th satellite receiver at time t. ={ }, where L represents the number of satellite receivers. These represent the positions of the i-th satellite receiver on the x-axis, y-axis, and z-axis at time t, respectively. The specific calculation formula is as follows: ； ； ； Where j represents an integer, This represents the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the x-axis. This represents the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the y-axis. Let Σ represent the position of the j-th analog satellite positioning signal received by the i-th satellite receiver at time t on the z-axis, and let Σ represent the summation function; The set of train terminal inertial measurement units is denoted as U. Let represent the set of train terminal inertial measurement units at time t, where ={ ,..., ,... }, This represents the position of the i-th inertial measurement unit at time t. ={ }, These represent the positions of the i-th inertial measurement unit on the x-axis, y-axis, and z-axis at time t, respectively. The train position W is calculated using simulated satellite positioning signals and train inertial navigation information. The train position at time t... The calculation formula is as follows: ； in, Represents the sequence number, which is an integer. This represents the position of the h-th satellite receiver at time t. express This indicates the position of the h-th inertial measurement unit at time t. This indicates the distance between the two auxiliary positioning devices. express This represents the adjustment factor, if If the value is less than 3, then If it equals 1, If the value is greater than or equal to 3, then It equals 2; When the distance between the first carriage of the train terminal and the nearest auxiliary positioning device At this time, the current time is set to The train terminal forwards the train position, analog satellite positioning signal and train inertial navigation information to the auxiliary positioning device terminal; The auxiliary positioning terminal performs a positioning consistency test on the train and calculates the positioning consistency test coefficient. The specific steps are as follows: (1) Obtain the position of the auxiliary positioning device, where the set of auxiliary positioning devices is F, and , This indicates the position of the i-th auxiliary positioning device. , They represent the first The position of the auxiliary positioning device on the x-axis, y-axis and z-axis; (2) Calculate the approximation coefficient set R, and the approximation coefficient at time t. The specific calculation formula is as follows: = ； in, This indicates the position of the b-th auxiliary positioning device. Indicates the serial number; The set of approximation coefficients R={ }, calculate the minimum value min{R} in the set of approximation coefficients, where min{} represents the calculation of finding the minimum value; The time corresponding to the minimum value min{R} in the approximation coefficient set This is the moment when the middle of each carriage in the train terminal aligns with the auxiliary positioning device. (3) Calculate the positioning consistency test coefficient S, in The positioning consistency test coefficient S is calculated at any time, and the specific calculation formula is as follows: ； in, , , These represent the positions of the b-th auxiliary positioning device on the x-axis, y-axis, and z-axis, respectively. They represent in The position of the b-th inertial measurement unit on the x-axis, y-axis, and z-axis at time b; S3: Initial positioning test threshold. If the positioning consistency test coefficient is greater than the positioning test threshold, the auxiliary positioning terminal designs an inertial navigation smoothing correction algorithm to correct the train's inertial navigation information and complete the initial positioning test. S4: The multi-source test system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals. The train terminal receives the satellite positioning signals and forwards them to the auxiliary positioning terminal. The auxiliary positioning terminal designs a spoofing diagnosis algorithm, calculates the train position, and completes the final positioning test. S5: End the test and output the test results.

2. The railway positioning test method based on multi-source information according to claim 1, characterized in that, Step S1 includes: The signal jammer shields the test environment from the influence of other signals besides the test signal, placing the terminal under test (DUT) in an ideal test environment for accurate testing of the DUT's status. All test methods are performed in the environment shielded by the signal jammer. The multi-source testing system is connected to the train terminal and the auxiliary positioning device terminal via spatial wireless radiation. The initialization of the train terminal and auxiliary positioning device terminal includes powering on and setting the working mode. Among them, the initialization of the satellite receiver and inertial measurement unit is completed by the train terminal. During the test, the train terminal was... The train consists of several carriages, with a satellite positioning signal receiver and an inertial measurement unit (IMU) located in the middle of each carriage. By default, the satellite positioning signal receiver and the IMU are in the same position. The satellite positioning signal receiver receives satellite positioning signals from the multi-source test system, and the IMU publishes train inertial navigation information. During the test, the auxiliary positioning device terminal was... It consists of 1 auxiliary positioning device, the number of which is determined according to the number of train terminals. The distance between every two auxiliary positioning devices is the length of a single train car. All auxiliary positioning devices are installed on the same side of the railway. In the train terminal, each carriage's satellite positioning signal receiver and inertial measurement unit corresponds one-to-one with the auxiliary positioning tester; The multi-source testing system can monitor all signals from the train terminal and the auxiliary positioning device terminal throughout the entire process.

3. The railway positioning test method based on multi-source information according to claim 1, characterized in that, Step S3 includes: The initial positioning test threshold is set. If the positioning consistency test coefficient is greater than the positioning test threshold, the auxiliary positioning terminal designs an inertial navigation smoothing correction algorithm to correct the train's inertial navigation information. If the positioning consistency test coefficient is less than or equal to the positioning test threshold, the initial positioning test ends. The specific steps of the inertial navigation smoothing correction algorithm are as follows: (1) Construct an inertial navigation space-time matrix, with time as the row and the position of the inertial measurement unit as the column. In the inertial navigation space-time matrix, each row represents the position of the same inertial measurement unit at different times, with the starting time being... The termination time is Each column represents the position distance of each inertial measurement unit at the same moment; (2) Set up a standardized treatment matrix, wherein the number of rows and columns of the standardized treatment matrix is ​​the same as the number of rows and columns of the inertial navigation spacetime matrix, and the value of each row in the standardized treatment matrix is... , The value of is in the range [0,L] and is an integer. Each row has... All are 1 greater than the previous row; (3) Construct the spatiotemporal feature matrix. The inertial navigation spatiotemporal matrix and the standardized processing matrix are summed and processed. The maximum and minimum values ​​in each column of the matrix after summing and processing are used as the feature coordinates of that column. The spatiotemporal feature matrix is ​​constructed from all feature coordinates. (4) Calculate the smoothness K of adjacent feature coordinates in the spatiotemporal feature matrix. Calculate the smoothness of the (i+1)th feature coordinate using the i-th feature coordinate and the (i+1)-th feature coordinate. The calculation formula is as follows: ； in, This represents the ordinate of the i-th feature coordinate. This represents the x-coordinate of the i-th feature coordinate. Let represent the ordinate of the (i+1)th feature coordinate. Represents the x-coordinate of the (i+1)th feature coordinate; The smoothness is calculated using the first and last feature coordinates as the overall smoothness. Set a reasonable smoothing range based on the overall smoothness. ],in, and These represent the smoothing coefficients. If the smoothness of the feature coordinates is within a reasonable smoothing range, there is no need to correct the inertial navigation information of the inertial measurement unit corresponding to the feature coordinates; otherwise, it is necessary to correct the inertial navigation information of the inertial measurement unit corresponding to the feature coordinates. (5) Calculate the correction deviation. The inertial measurement unit corresponding to the feature coordinates that need to be corrected can be obtained from the reasonable smoothing range. Record the numbers of all inertial measurement units that need to be corrected, and calculate the correction deviation. The correction deviation of the i-th inertial measurement unit is... The calculation formula is as follows: ； in, They represent in The position of the i-th inertial measurement unit on the x-axis, y-axis, and z-axis at time i; The sum of the inertial measurement unit and the correction deviation is the corrected train inertial navigation information; The train position at the termination time is calculated using simulated satellite positioning signals and corrected train inertial navigation information. The initial detection threshold is initialized. If the absolute value of the deviation between the actual train position and the train position is less than the initial detection threshold, the initial positioning test is successful. If the absolute value of the deviation between the actual train position and the train position is greater than or equal to the detection threshold, the initial positioning test fails. Complete the initial positioning test.

4. The railway positioning test method based on multi-source information according to claim 1, characterized in that, Step S4 includes: The multi-source testing system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals, with the number of such signals being m. The train terminal receives these satellite positioning signals, and the number of satellite positioning signals received by the train terminal is m. ,in, , and All are integers; if A value less than 3 indicates that the train terminal receives fewer satellite positioning signals under test conditions. In this case, the train position is calculated only by the train inertial measurement unit, without calculating the positions of each satellite receiver. If the value is greater than or equal to 3, the spoofing signal needs to be diagnosed first, and then the position of each satellite receiver needs to be calculated. The distance between the first carriage of the train terminal and the nearest auxiliary positioning device At this time, the train terminal forwards the train position, satellite positioning signal, and train inertial navigation information to the auxiliary positioning terminal. The auxiliary positioning terminal designs a deception diagnosis algorithm, and the specific steps are as follows: (1) Calculate the distance difference. Calculate the distance difference between the different satellite positioning signals of each satellite receiver at the termination time and the start time. Then, the distance difference between the j-th satellite of the i-th satellite receiver at the termination time and the start time is: The distance difference is normalized to obtain the normalized distance difference. The specific expression is shown in the following formula: ； (2) Sort the distance differences by sorting them from smallest to largest to obtain an ordered set of satellite biases; (3) Calculate the diagnostic coefficients. Divide the ordered satellite bias set into four equal parts. If the parts cannot be completely divided, take the integer part of the first three parts and put the remaining data in the last part. Calculate the first diagnostic coefficient Second diagnostic coefficient The first diagnostic coefficient The median of the first set of equal members, and the second diagnostic coefficient. The median of the third set of equal members; (4) Calculate the diagnostic interval, where the diagnostic interval G is the first diagnostic coefficient. Second diagnostic coefficient The absolute value of the difference; Calculate the lower limit of the diagnostic range , ; Calculate the upper limit of the diagnostic range , ,in For adjustment coefficients; (5) Deceiving satellite positioning signal identification, if the data of the ordered satellite bias set falls within [ , If the value is L, it means that the satellite positioning signal corresponding to the data is a real signal; otherwise, it is a potential spoofing signal. Count the number of times each satellite positioning signal is a potential spoofing signal. If the number is greater than or equal to L / 3, then the signal is a spoofing signal; otherwise, it is a real signal. The train position at the termination time is calculated using satellite positioning signals and train inertial navigation information. The actual position of the train is calculated by the auxiliary positioning device. The final detection threshold is initialized. If the absolute value of the deviation between the actual position of the train and the train position is less than the final detection threshold, the final positioning is successful. If the absolute value of the deviation between the actual position of the train and the train position is greater than or equal to the detection threshold, the final positioning fails. Complete the final test.

5. A railway positioning test system based on multi-source information, characterized in that, include: The test initialization module connects the multi-source test system to the train terminal and the auxiliary positioning device terminal in an environment shielded by the signal jammer, and completes the initialization work of the train terminal and the auxiliary positioning device terminal. In the initial positioning test module, the multi-source test system plays simulated satellite positioning signals. The train terminal receives the simulated satellite positioning signals. The train terminal is equipped with an inertial measurement unit, which publishes train inertial navigation information. The train position is calculated based on the simulated satellite positioning signals and the train inertial navigation information. The train position, simulated satellite positioning signals, and train inertial navigation information are then forwarded to the auxiliary positioning terminal. The auxiliary positioning terminal performs a positioning consistency test on the train positioning and calculates the positioning consistency test coefficient. If the initial positioning test threshold is greater than the positioning test threshold, the auxiliary positioning terminal will design an inertial navigation smoothing correction algorithm to correct the train's inertial navigation information and complete the initial positioning test. In the final positioning test module, the multi-source test system simultaneously plays simulated satellite positioning signals and spoofed satellite positioning signals. The train terminal receives the satellite positioning signals and forwards them to the auxiliary positioning terminal. The auxiliary positioning terminal designs a spoofing diagnosis algorithm, calculates the train position, and completes the final positioning test. The results output module ends the test and outputs the test results. To achieve the railway positioning test method based on multi-source information as described in any one of claims 1-4.

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