Beacon-based positioning calibration method and device, electronic equipment and storage medium

Abstract

The invention provides a beacon-based positioning calibration method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining the first position information of a first beacon on a rail based on a first reading device disposed at one end of a train, and obtaining the first position information of the first beacon on the rail based on a second reading device disposed at the other end of the train; acquiring second position information of a second beacon on the track; based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon, determining an accumulative error of the odometer; and calibrating the current position of the train according to the accumulative error. According to the method, the fixed spacing on the train and the preset spacing on the track are taken as known physical quantities and are combined with the position information obtained by two beacon reading events, so that the accumulative error generated by the odometer in a specific driving section can be accurately determined, the reliability and the safety of positioning calibration are remarkably improved, and the maintenance cost is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, and in particular to a beacon-based positioning calibration method and device, an electronic device, and a storage medium. BACKGROUND

[0002] Currently, there are significant differences between the straddle-type monorail line and the traditional steel wheel and rail system in terms of BTM (Balise Transmission Module) antenna and balise installation, mainly in terms of vehicle gauge, track structure, installation reference, electromagnetic environment, etc.

[0003] Train positioning usually adopts a combined positioning method based on an odometer and combined with other positioning technologies for calibration. The odometer measures the wheel speed through a speed measuring motor or sensor installed on the axle and calculates the travel distance by integrating the wheel circumference, thereby calculating the train position. However, for trains using rubber tires (such as straddle-type monorail trains), due to factors such as tire wear, slippage, idling, or air pressure changes, the wheel circumference dynamically changes, causing inherent cumulative errors in the odometer measurement. To eliminate such cumulative errors, the existing technology usually uses a method of laying beacons or balises along the track for position calibration. A typical scheme is to configure a single reading device on the train, which obtains the precise absolute position information pre-stored in the beacon when the train passes by the beacon, and uses this information to forcibly correct the current position reading in the on-board system.

[0004] However, the above-mentioned prior art scheme has the following defects: First, this single-point calibration method can only use the absolute position information of the beacon to make a one-time forced correction of the current position reading of the train at the moment when the train passes by the beacon. This method cannot effectively measure and determine the specific size and change pattern of the cumulative error produced by the odometer itself during the measurement process between two calibration points. This leads to the rapid accumulation of positioning errors introduced by the odometer itself during the running interval away from the beacon, resulting in insufficient overall positioning accuracy and calibration reliability. Second, although increasing the density of beacons can alleviate the error accumulation problem to some extent, this will significantly increase the construction investment and the cost of later operation and maintenance of the line, which is economically less favorable for some cost-sensitive rail transit systems. SUMMARY

[0005] The present application provides a beacon-based positioning calibration method, device, electronic device, and storage medium to solve the defect that the single-beacon calibration method in the prior art can only reset the position but cannot measure the error, resulting in limited positioning accuracy, and the method of improving accuracy by increasing the density of beacons is too costly.

[0006] The application provides a beacon-based positioning calibration method, comprising the following steps: acquiring first position information of a first beacon on a track based on a first reading device arranged at one end of a train; acquiring second position information of a second beacon on the track based on a second reading device arranged at the other end of the train; determining a cumulative error of a mileage counter based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon; calibrating a current position of the train according to the cumulative error.

[0007] The application provides a beacon-based positioning calibration method, wherein the cumulative error of the mileage counter is determined based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon, comprising: determining an actual interval distance recorded by the mileage counter based on the first position information and the second position information; determining a theoretical running distance based on the preset installation distance and the fixed distance; determining the cumulative error of the mileage counter based on the actual interval distance and the theoretical running distance.

[0008] The application provides a beacon-based positioning calibration method, wherein the current position of the train is calibrated according to the cumulative error, comprising: determining a dynamic compensation value based on the cumulative error, a preset system fixed error, and a beacon installation error, wherein the beacon installation error comprises an installation position error related to the first beacon and the second beacon, and a measurement error, and the measurement error is determined based on a measurement distance between the first beacon and the second beacon; calibrating the current position of the train based on the dynamic compensation value.

[0009] The application provides a beacon-based positioning calibration method, wherein the first reading device is arranged at the tail of the train; The first position information of the first beacon on the track is acquired based on the first reading device arranged at one end of the train, comprising: acquiring the first position information of the first beacon based on the first reading device when the train travels in a first direction; The second reading device is arranged at the head of the train; The second reading device arranged at the other end of the train acquires second position information of a second beacon on the track, and the second position information includes: After the train travels along the first direction and passes the first beacon, the second reading device acquires second position information of the second beacon.

[0010] According to the beacon-based positioning calibration method provided by the application, the first position information acquisition step includes: Based on the current position of the train, a first receiving window is determined for the first beacon; The position information acquired in the first receiving window is determined as the first position information; The second position information acquisition step includes: Based on the current position of the train, a second receiving window is determined for the second beacon; The position information acquired in the second receiving window is determined as the second position information.

[0011] According to the beacon-based positioning calibration method provided by the application, the method further includes: The first working state of the first reading device and the second working state of the second reading device are monitored; In response to determining that the first working state and / or the second working state is abnormal, an alarm information is generated.

[0012] According to the beacon-based positioning calibration method provided by the application, the method further includes: The train working state of the train is monitored; When it is determined that the train is changed from the sleep state to the train working state, a restart command is sent to the first reading device and the second reading device respectively, so that the first reading device and the second reading device send the position data in the sleep state again.

[0013] The application also provides a beacon-based positioning calibration device, which includes the following units: A first acquisition unit is arranged at one end of the train to acquire first position information of a first beacon on the track; A second acquisition unit is arranged at the other end of the train to acquire second position information of a second beacon on the track; A determination unit is arranged to determine the cumulative error of the odometer based on the first position information, the second position information, the fixed distance between the first reading device and the second reading device, and the preset distance between the first beacon and the second beacon; A calibration unit is configured to calibrate the current position of the train according to the accumulated error.

[0014] The application further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the beacon-based positioning calibration method according to any one of the above when executing the program.

[0015] The application further provides a non-transitory computer-readable storage medium, which stores a computer program, and the computer program is executable on a processor to implement the beacon-based positioning calibration method according to any one of the above.

[0016] The application further provides a computer program product, which includes a computer program, and the computer program is executable on a processor to implement the beacon-based positioning calibration method according to any one of the above.

[0017] The application provides a beacon-based positioning calibration method, device, electronic device, and storage medium. The first reading device configured at one end of a train is used to obtain first position information of a first beacon on a track. The second reading device configured at the other end of the train is used to obtain second position information of a second beacon on the track. The accumulated error of a mileage counter is determined based on the first position information, the second position information, the fixed distance between the first reading device and the second reading device, and the preset distance between the first beacon and the second beacon. The current position of the train is calibrated according to the accumulated error. The method uses the fixed distance on the train and the preset distance on the track as known physical quantities, and combines the position information obtained in two beacon reading events, so that the accumulated error of the mileage counter in a specific driving section can be directly and accurately determined. The problem of inaccurate positioning of the train caused by the error of the mileage counter is effectively solved. The reliability and safety of positioning calibration are significantly improved by accurately determining the accumulated error, and the construction and maintenance costs of the system are reduced. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the present application or the prior art, the following will briefly introduce the drawings needed in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can obtain other drawings according to these drawings without creative labor.

[0019] Figure 1 is a flowchart of the beacon-based positioning calibration method provided by the present application.

[0020] Figure 2 is a schematic diagram of the beacon system provided by the present application.

[0021] Figure 3 is a structural schematic diagram of a beacon-based positioning calibration device provided by the present application.

[0022] Figure 4 is a structural schematic diagram of an electronic device provided by the present application. DETAILED DESCRIPTION

[0023] In order to make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described clearly and completely below with reference to the drawings in the present application. Obviously, the described embodiments are some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the present application.

[0024] The terms "first", "second" and the like in the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than that illustrated or described herein, and the objects distinguished by "first", "second" and the like are generally of a kind.

[0025] Figure 1 is a flowchart of a beacon-based positioning calibration method provided by the present application, as shown in Figure 1 the method comprises steps 110, 120, 130 and 140.

[0026] Step 110, based on a first reading device configured at one end of the train, obtaining first position information of a first beacon on the track.

[0027] Specifically, the train can include straddle-type monorail trains and other track vehicles using rubber tires, and the mileage counter of such vehicles is prone to significant cumulative errors due to tire spin, slip or wear.

[0028] Here, the first reading device can be configured at one end of the train, for example, the tail end of the train. The first reading device can be a vehicle-mounted beacon inquirer, which generally includes an inquirer host and a vehicle-mounted antenna. The function of the first reading device is to read the information stored by the beacon when it physically passes by the beacon beside the track.

[0029] Among them, the first beacon is a beacon device pre-installed beside the track. The first beacon can be a passive beacon, an active beacon or a programmable beacon, and the embodiments of the present application do not make specific limitations.

[0030] Here, the first beacon internally stores its own unique identity information, such as a beacon ID, which corresponds to an accurate track geographical position, such as a track mileage value. This correspondence can be pre-stored in the database of a vehicle control system, such as a VOBC (Vehicle On-Board Controller).

[0031] The specific implementation process of obtaining the first position information can be as follows: when the train is running on the track, the first reading device located at the tail end of the train enters the signal radiation range of the first beacon, the first reading device sends a query signal to the first beacon through its antenna, and the first beacon sends the beacon ID information stored in its internal storage to the first reading device after being awakened. After decoding and checking, the first reading device sends the beacon ID information to the vehicle control system. After receiving the beacon ID, the vehicle control system queries the internal map database to obtain the accurate absolute position Pbeacon1 corresponding to the first beacon, and on the other hand, the system will immediately record the train position calculated by the current odometer, and record the position as the odometer reading Podo1. Therefore, the so-called first position information can be understood as a collection of a series of information including the beacon ID that can determine the accurate position of the first beacon, and the odometer reading Podo1 of the system when reading the beacon.

[0032] In a more specific embodiment, the interaction between the first reading device (i.e. the vehicle-mounted queryer) and the vehicle control system, such as ATP (Automatic Train Protection) or VOBC, follows a specific protocol. When the vehicle-mounted queryer antenna of the first reading device just enters the radiation range of the first beacon, the queryer will start decoding the beacon information. After decoding, for example, after about 9.7 ms, the queryer will immediately send a message containing the beacon information to the vehicle control system. In order to ensure the instantaneity and accuracy of positioning, the queryer will no longer actively send messages after sending this message, even if it is still in the radiation range of the beacon.

[0033] The format of the message can be a 13-byte data frame, which consists of a start bit, a data bit and an end bit. As shown in Table 1, the message is as follows: Table 1

[0034] The message is 13 bytes long, consisting of a start bit, a data bit and an end bit, wherein the start bit and the end bit are fixed values.

[0035] The data bit, the first byte is the track number to which the beacon belongs. The hexadecimal byte is parsed into the ASCII original value as the decimal number of the track number to which the beacon belongs.

[0036] Data bits, the middle 5 bytes are beacon ID. Each hexadecimal byte is parsed into ASCII raw value as decimal number corresponding to ten thousand, thousand, hundred, ten, unit, combined into beacon ID.

[0037] Data bits, the last 4 bytes are CRC16 (2 bytes, 4 characters) check code of the first 6 bytes of data bits, converted into 4 bytes of ASCII code and stored according to big-endian byte order.

[0038] After the VOBC is powered on and initialized, a restart command is sent to the vehicle-mounted interrogator, and after the vehicle-mounted interrogator is restarted, the message is collected again and sent to the ATP.

[0039] In order to enable the first reading device to prepare for the next beacon reading, the vehicle-mounted control system can actively control the state of the reading device. For example, after the system is powered on and initialized, or after completing a successful reading and calibration, the vehicle-mounted control system can send a restart command to the first reading device to re-enter the standby collection state. This process can be divided into two steps: first, send a specific command (such as {0x23, 0x30, 0x31, 0x0D, 0x0A}) to make the reading device enter the configuration mode; then, send a restart command (such as {0x23, 0x36, 0x33, 0x0D, 0x0A}). After the reading device is restarted, it can respond to new beacon signals again, as follows: The first step is that the VOBC sends a command to the vehicle-mounted interrogator to enter the configuration mode:

[0040] The ATP sends {0x23, 0x30, 0x31, 0x0D, 0x0A} to the vehicle-mounted interrogator, and the vehicle-mounted interrogator enters the configuration mode after receiving the command.

[0041] The second step is that the VOBC sends a restart command to the vehicle-mounted interrogator:

[0042] The ATP sends {0x23, 0x36, 0x33, 0x0D, 0x0A} to the vehicle-mounted interrogator, and the vehicle-mounted interrogator restarts after receiving the command.

[0043] After the vehicle-mounted interrogator is restarted, it receives the beacon radiation signal, decodes it, and sends a message to the ATP only once, and then no longer actively sends messages.

[0044] Step 120, based on the second reading device configured at the other end of the train, the second position information of the second beacon on the track is obtained.

[0045] Specifically, this step is similar to step 110. The train continues to travel along the track, and the second reading device, which is configured at the other end of the train, passes another beacon on the track, i.e., a second beacon.

[0046] The second reading device has the same or similar structure and function as the first reading device. The second beacon is also a beacon pre-installed beside the track, and has a known and precise physical distance from the first beacon on the track.

[0047] The process of obtaining the second position information is consistent with the process described in step 110. When the second reading device reads the beacon ID of the second beacon, the vehicle-mounted control system also queries the database to obtain the precise absolute position Pbeacon2 of the second beacon, and immediately records the reading of the odometer at this moment Podo2. Therefore, the second position information can also be understood as a set containing the beacon ID information of the second beacon and the corresponding odometer reading Podo2, etc.

[0048] Step 130, based on the first position information, the second position information, the fixed distance between the first reading device and the second reading device, and the preset distance between the first beacon and the second beacon, determining the cumulative error of the odometer.

[0049] Specifically, after obtaining the first position information and the second position information, the cumulative error of the odometer can be determined based on the first position information, the second position information, the fixed distance between the first reading device and the second reading device, and the preset distance between the first beacon and the second beacon.

[0050] The fixed distance refers to the physical distance between the first reading device and the second reading device installed on the train. It should be understood that the fixed distance is a known fixed value that does not change with the operation of the train.

[0051] The preset distance refers to the physical distance between the first beacon and the second beacon installed on the track, i.e., Ltrack = |Pbeacon2 - Pbeacon1|.

[0052] In one embodiment, first, the real physical distance that the train should have traveled in theory between two beacon reading events is calculated. Assume that the first reading device is at the tail of the train and the second reading device is at the head of the train, and the train is moving in the direction of the second beacon. When the first reading device at the tail passes the first beacon (event 1), the second reading device at the head is Ltrain ahead of the first beacon. When the second reading device at the head passes the second beacon (event 2), the train as a whole has traveled a distance compared to when event 1 occurs. This distance is equal to the distance between the second beacon and the first beacon minus the distance between the two reading devices, i.e., the real travel distance ΔPactual = Ltrack - Ltrain.

[0053] Second, the travel distance recorded by the train odometer between the two beacon reading events is calculated. This can be directly obtained by subtracting the two event records of the odometer readings, i.e., the odometer measured distance ΔPmeasured = Podo2 - Podo1.

[0054] Then, the difference between the real travel distance and the odometer measured distance is compared. This difference is the cumulative error generated by the odometer after the train has traveled ΔPactual distance, i.e., Cumulative error E = ΔPmeasured - ΔPactual = (Podo2 - Podo1) - (Ltrack - Ltrain).

[0055] It is worth noting that the above cumulative error determination process inherently contains a check mechanism. Because all four parameters (Podo1, Podo2, Ltrain, Ltrack) are used for calculation, it provides a redundant verification. For example, a error rate threshold can be preset, such as 2%, if |E / ΔPactual| exceeds the threshold, it can be judged that there is a serious fault in the reading or the odometer, and the calibration is abandoned, thereby improving the safety of the system. Only when the check is passed, the cumulative error E calculated is considered to be reliable.

[0056] Step 140, calibrating the current position of the train according to the cumulative error.

[0057] Specifically, after obtaining the cumulative error, the current position of the train can be calibrated according to the cumulative error.

[0058] The method provided by the embodiment of the present application comprises the following steps: obtaining first position information of a first beacon on a track based on a first reading device arranged at one end of a train; obtaining second position information of a second beacon on the track based on a second reading device arranged at the other end of the train; determining a cumulative error of a mileage counter based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon; and calibrating a current position of the train according to the cumulative error. The method takes the fixed distance on the train and the preset distance on the track as known physical quantities, and combines the position information obtained in two beacon reading events, so that the cumulative error of the mileage counter in a specific driving section can be directly and accurately determined, the problem of inaccurate positioning of the train caused by the mileage counter error can be effectively solved, the reliability and safety of the positioning calibration are significantly improved by accurately determining the cumulative error, and the construction and maintenance costs of the system are reduced.

[0059] Based on the above embodiment, step 130 comprises: Step 131, determining an actual interval distance recorded by the mileage counter based on the first position information and the second position information. Step 132, determining a theoretical running distance based on the preset installation distance and the fixed distance. Step 133, determining a cumulative error of the mileage counter based on the actual interval distance and the theoretical running distance.

[0060] Specifically, first, an actual interval distance recorded by the mileage counter is determined based on the first position information and the second position information. It should be understood that the first position information contains the mileage counter reading Podo1 recorded by the vehicle control system when the first beacon is read. Similarly, the second position information contains the mileage counter reading Podo2 when the second beacon is read. Therefore, the so-called actual interval distance is the distance value counted by the mileage counter between the two reading events. It can be obtained by subtracting the two mileage counter readings.

[0061] Specifically, the actual interval distance ΔPmeasured = Podo2 - Podo1.

[0062] Secondly, based on the preset installation distance and the fixed interval, a theoretical running distance is determined. The preset installation distance is the physical distance between the first beacon and the second beacon on the track, denoted as Ltrack. The fixed interval is the physical distance between the first reading device and the second reading device on the train, denoted as Ltrain. The theoretical running distance is the accurate physical distance that the train as a whole should move on the track from the time when the first reading device reads the first beacon to the time when the second reading device reads the second beacon. The theoretical running distance can be calculated by the two known fixed distances.

[0063] Finally, based on the actual interval distance and the theoretical running distance, a cumulative error of the odometer is determined. The cumulative error E is the difference between the actual interval distance recorded by the odometer and the theoretical running distance actually moved by the train.

[0064] Specifically, the cumulative error E = actual interval distance - theoretical running distance = (Podo2 - Podo1) - (Ltrack - Ltrain). The cumulative error reflects the deviation amount generated by the odometer after the train has moved the theoretical running distance ΔPactual.

[0065] The method provided by the embodiment of the present application can directly and accurately determine the specific value of the cumulative error of the odometer in the running interval by calculating the difference between the actual interval distance recorded by the odometer during two beacon readings and the known theoretical running distance. This process realizes the quantification of the measurement error of the odometer and provides a reliable basis for subsequent accurate calibration.

[0066] Based on the above embodiment, step 140 comprises: Step 141, based on the cumulative error, a preset system fixed error, and a beacon installation error, a dynamic compensation value is determined; wherein the beacon installation error comprises an installation position error related to the first beacon and the second beacon, and a measurement error; the measurement error is determined based on the measured distance between the first beacon and the second beacon; Step 142, based on the dynamic compensation value, the current position of the train is calibrated.

[0067] Specifically, the dynamic compensation value can be determined based on the cumulative error, the preset system fixed error, and the beacon installation error.

[0068] The preset system fixed error Esys refers to some inherent deviations of the system, such as the equivalent distance error introduced by the fixed delay in the process of processing beacon messages, recording odometer readings, etc. of the vehicle-mounted control system. This error value can be determined in advance by offline calibration or theoretical analysis and stored in the system.

[0069] The beacon installation error Einst refers to an error caused by uncertainty of a physical position of a beacon. The beacon installation error can include installation position errors related to the first beacon and the second beacon, and a measurement error determined based on a measured distance between the first beacon and the second beacon.

[0070] Here, the installation position errors related to the first beacon and the second beacon refer to a slight deviation between a real position of each beacon when installed and a nominal position recorded in a map database. The measurement error refers to an error generated when measuring a preset interval Ltrack between the first beacon and the second beacon. For example, a 0.5 m measurement error can exist in a 1000 m beacon interval.

[0071] The vehicle-mounted control system can synthesize the error components to determine the dynamic compensation value Vcomp.

[0072] A simple synthesis method can be linear superposition, i.e., Vcomp = E + Esys + Einst. In a more complex model, weighted summation can also be performed according to the characteristics of different errors to obtain an optimal compensation result.

[0073] Then, based on the dynamic compensation value, the current position of the train is calibrated.

[0074] After the vehicle-mounted control system calculates the dynamic compensation value Vcomp, it can be used to calibrate the current position of the train. For example, at the moment when the second beacon is read, the position of the train head given by the odometer is Podo2, and the calibrated accurate position of the train head is Pcalibrated = Podo2 - Vcomp. At the same time, the vehicle-mounted control system can also use the dynamic compensation value as a correction amount for the internal counter of the odometer, so that subsequent positioning is more accurate, and dynamic and accurate calibration of the position of the train is achieved.

[0075] The method provided by the embodiment of the application determines a dynamic compensation value based on accumulated errors, a preset system fixed error, and a beacon installation error. The beacon installation error includes installation position errors related to the first beacon and the second beacon, and a measurement error determined based on a measured distance between the first beacon and the second beacon. The current position of the train is calibrated based on the dynamic compensation value. The method comprehensively considers multiple error sources such as odometer accumulated errors, system fixed errors, and beacon installation errors, so that calibration of the current position of the train is more accurate and comprehensive, and the accuracy of the entire positioning system is further improved.

[0076] Based on the above embodiment, the first reading device is arranged at the tail of the train. The first reading device arranged at one end of the train acquires first position information of a first beacon on the track, including: When the train travels in the first direction, the first reading device acquires the first position information of the first beacon; The second reading device is arranged at the head of the train; The second reading device arranged at the other end of the train acquires second position information of a second beacon on the track, including: After the train travels in the first direction and passes the first beacon, the second reading device acquires the second position information of the second beacon.

[0077] Specifically, the first reading device is arranged at the tail of the train, and the second reading device is arranged at the head of the train.

[0078] When the train travels in the first direction, for example, from left to right, the first reading device at the tail first passes and acquires the first position information of the first beacon. At this time, the vehicle-mounted control system records the corresponding odometer reading Podo1.

[0079] Then, after the train travels in the first direction and passes the first beacon, the second reading device acquires the second position information of the second beacon. That is, the train continues to move forward until the second reading device at the head passes and reads the second beacon. At this time, the vehicle-mounted control system records the odometer reading Podo2.

[0080] Under such clear arrangement and travel sequence, the distance moved by the head of the train from passing the first beacon at the tail to passing the second beacon at the head is the interval Ltrack between the first beacon and the second beacon. During this period of time, the train as a rigid body moves as a whole by the distance of the head movement minus the distance between the head and the tail, that is, the fixed interval Ltrain between the first reading device and the second reading device. Therefore, the theoretical running distance ΔPactual = Ltrack - Ltrain.

[0081] The method provided by the embodiment of the application clearly defines the installation positions of the first reading device and the second reading device on the train and the sequence of beacon reading, eliminates the direction uncertainty when calculating the theoretical running distance, makes the cumulative error calculation more accurate, and ensures the consistency and reliability of the positioning calibration method in actual application.

[0082] Based on the above embodiment, the first position information acquisition step includes: Based on the current position of the train, a first receiving window is determined for the first beacon; The position information acquired in the first receiving window is determined as the first position information; The second position information is obtained based on the current position of the train. A second receiving window is determined for the second beacon based on the current position of the train. The position information obtained in the second receiving window is determined as the second position information.

[0083] Specifically, the vehicle-mounted control system internally stores a map of the precise positions of all beacons on the line. Based on the current position Podo of the train provided by the odometer, a first receiving window is determined for the first beacon. The first receiving window is a virtual receiving window. The first receiving window defines an effective geographical range, for example, [Ptarget - W, Ptarget + W], where W is the window radius, which can be preset according to the required precision of the system and the density of beacons.

[0084] Further, the position information obtained in the first receiving window can be determined as the first position information. Specifically, when the vehicle-mounted control system determines that the train position indicated by the odometer has entered the first receiving window set for the first beacon, it starts to process or trust the message from the first reading device. If the first reading device successfully reads the information of the first beacon within the first receiving window, the information is confirmed as valid first position information. If the train drives out of the receiving window without receiving information, the system can determine that the beacon is missed. Similarly, this mechanism is also applicable to the process of obtaining the second position information by the second reading device.

[0085] Correspondingly, a second receiving window can be determined for the second beacon based on the current position of the train, and the position information obtained in the second receiving window is determined as the second position information.

[0086] Based on the above embodiment, the method further comprises: monitoring a first working state of the first reading device and a second working state of the second reading device; in response to determining that the first working state and / or the second working state is abnormal, generating an alarm information.

[0087] Specifically, the first working state of the first reading device and the second working state of the second reading device can be monitored. The vehicle-mounted control system can continuously monitor the working states of the first reading device and the second reading device in various ways. For example, through a heartbeat message mechanism, it periodically queries whether the reading device is online; through checking whether the physical link for communication with the reading device, such as a CAN (Controller Area Network) bus or an Ethernet, is normal; through analyzing the CRC (Cyclic Redundancy Check Result) check result of the message reported by the reading device, it determines whether the data processing function of the reading device is normal.

[0088] In response to determining that the first working state and / or the second working state is abnormal, alarm information is generated. When any one of the abnormal states is monitored, for example, the reading device is unresponsive, communication is interrupted, or a message reporting a CRC check error is reported continuously for multiple times, the vehicle-mounted control system can determine that the working state is abnormal. Once the abnormality is determined, the system immediately generates alarm information. The alarm information can be recorded in the log of the vehicle-mounted system for subsequent troubleshooting and maintenance; at the same time, it can also be displayed in real time on the human-computer interaction interface in the driver's room, or reported to the ground control center through the vehicle-mounted wireless communication unit to inform the relevant personnel that the system has failed and needs to be intervened.

[0089] The method provided by the embodiment of the application realizes health management of the positioning calibration system itself by monitoring the working state of the first reading device and / or the second reading device in real time and generating a fault alarm, can timely alarm when the system fails, thereby ensuring driving safety and improving the maintainability of the system.

[0090] Based on the above-mentioned embodiments, the method further comprises: monitoring a train working state of the train; when it is determined that the train is changed from the sleep state to the train working state, sending a restart command to the first reading device and the second reading device respectively, so that the first reading device and the second reading device send the position data in the sleep state again.

[0091] Specifically, the train working state of the train can also be monitored. The train working state usually includes a sleep state, a preparation state, and a normal operation working state, and the embodiment of the application does not make a specific limitation.

[0092] When it is determined that the train is changed from the sleep state to the train working state, a restart command is sent to the first reading device and the second reading device respectively. The purpose of sending the restart command is to make the first reading device and the second reading device send the position data in the sleep state again.

[0093] The method provided by the embodiment of the application associates the initialization of the reading device with the running state conversion of the train, ensures that the perception layer of the positioning calibration system is in a known and reliable initial state every time the train is put into operation, and improves the initial operation reliability of the system.

[0094] Based on any one of the above-mentioned embodiments, Figure 2 is a schematic diagram of the beacon system provided by the application, as Figure 2As shown, the TransCore beacon system is composed of a vehicle-mounted interrogator, a vehicle-mounted antenna, and a beacon. The vehicle-mounted interrogator communicates with the beacon through the vehicle-mounted antenna and reads data from the beacon. The vehicle-mounted interrogator transmits the decoded beacon ID information to the vehicle-mounted ATP according to a specified protocol to realize positioning. One vehicle-mounted interrogator and one vehicle-mounted antenna are installed on the vehicle for reading trackside beacons.

[0095] The vehicle-mounted interrogator and the vehicle-mounted ATP adopt serial communication (RS422), and meanwhile support outputting a level signal to the ATP. The antenna is within the radiation range of the beacon, the vehicle-mounted interrogator continuously outputs a high level, and the antenna drives away from the radiation range of the beacon, the vehicle-mounted interrogator outputs a low level.

[0096] The vehicle-mounted interrogator is a non-safety device. To prevent a single vehicle-mounted interrogator failure from causing harm to the system safety, two vehicle-mounted interrogators are needed to be used to compare and take the result as an external input for processing.

[0097] The two beacons for positioning are established by two beacons at the head and tail ends. The first beacon for establishing positioning is acquired by the tail-end vehicle-mounted interrogator, and the second beacon is acquired by the head-end vehicle-mounted interrogator. The receiving position is recorded when the first beacon is received, and the receiving position is recorded when the second beacon is received. The error of the difference between the receiving positions of the two beacons and the installation position difference of the beacons is calculated before positioning, and the error is not more than 2%, and the maximum is not more than 6m (configurable), and the error is added to the initial under-reading / over-reading inherent error after positioning, that is, the initial under-reading / over-reading inherent error after positioning is the ATP fixed envelope + the installation error of the previous beacon + the installation error of the current beacon + the installation distance of the current beacon from the opposite end to receive the first beacon * 2%.

[0098] In the sleep-wake parking window, when the train wakes up, the ATP is powered on and initialized, and only sends a restart command to the vehicle-mounted interrogator once. After the vehicle-mounted interrogator restarts (within 1s), it reacquires the message and sends it to the ATP to realize subsequent positioning function. This method can prevent the vehicle-mounted interrogator from sending data late and causing systematic failure, and realize safe positioning function.

[0099] After the ATP is powered on, the vehicle-mounted interrogator is restarted, and one beacon is received at each end. The installation distance of the two beacons received at the head and tail ends is verified to be within a certain range, and the threshold of the range is the most unfavorable receiving range of the beacon (using the under-reading / over-reading inherent error of the train when the sleep-wake parking is accurate), to realize positioning.

[0100] Further, only the rising edge is used when the beacon is calibrated, and an empirical calibration method is adopted, and the empirical value is set to 30cm.

[0101] The estimated position of the train head after calibration is the expected position of the beacon in the track data + the distance between the antenna of the beacon and the position of the train head + the running distance Deta_s at the calibration time.

[0102] Since the ATP receiving beacon will determine the receiving window, only within the receiving window is the beacon considered to be received effectively and the calibration logic is executed; otherwise, the beacon is determined to be out of the window and the positioning is lost. When the beacon is received and calibration is performed, the position of the train after calibration is calculated according to the estimated position of the beacon. The maximum error between the actual position of the train and the position after calibration is the inherent error of under-reading / over-reading, and the receiving window of the beacon is the fixed envelope of ATP + the installation error of the previous beacon + the installation error of the current beacon + the distance between the two beacons * 2%. The inherent error of under-reading / over-reading after calibration of the beacon position is adjusted to: the fixed envelope of ATP + the installation error of the previous beacon + the installation error of the current beacon + the installation distance between the current beacon and the previous beacon * 2% + the running distance Deta_s at the calibration time * 2%, which contains the maximum receiving window of the beacon.

[0103] The beacon-based positioning calibration device provided by the present application is described below. The beacon-based positioning calibration device described below can be referred to in correspondence with the beacon-based positioning calibration method described above.

[0104] Based on any of the above embodiments, the present application provides a beacon-based positioning calibration device, Figure 3 The structure diagram of the beacon-based positioning calibration device provided by the present application is shown in FIG. 1, which includes: Figure 3 The first acquisition unit 310 is configured to acquire first position information of a first beacon on a track based on a first reading device arranged at one end of a train. The second acquisition unit 320 is configured to acquire second position information of a second beacon on the track based on a second reading device arranged at the other end of the train. The determination unit 330 is configured to determine a cumulative error of a tachometer based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon. The calibration unit 340 is configured to calibrate a current position of the train according to the cumulative error.

[0105] ​The device provided by the embodiment of the present application obtains first position information of a first beacon on a track based on a first reading device arranged at one end of a train, and then obtains second position information of a second beacon on the track based on a second reading device arranged at the other end of the train; the cumulative error of an odometer is determined based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon; and the current position of the train is calibrated according to the cumulative error. The method takes the fixed distance on the train and the preset distance on the track as known physical quantities, and combines the position information obtained in two beacon reading events, so that the cumulative error of the odometer in a specific driving section can be directly and accurately determined, the problem of inaccurate positioning of the train caused by the error of the odometer is effectively solved, the reliability and safety of the positioning calibration are significantly improved by accurately determining the cumulative error, and the construction and maintenance costs of the system are reduced.

[0106] Based on any of the above embodiments, the determination unit 330 is specifically configured to: determine an actual interval distance recorded by the odometer based on the first position information and the second position information; determine a theoretical running distance based on the preset installation distance and the fixed distance; determine the cumulative error of the odometer based on the actual interval distance and the theoretical running distance.

[0107] Based on any of the above embodiments, the calibration unit 340 is specifically configured to: determine a dynamic compensation value based on the cumulative error, a preset system fixed error, and a beacon installation error; wherein the beacon installation error includes an installation position error related to the first beacon and the second beacon, and a measurement error; and the measurement error is determined based on a measurement distance between the first beacon and the second beacon; calibrate the current position of the train based on the dynamic compensation value.

[0108] Based on any of the above embodiments, the first reading device is arranged at the tail of the train; The first acquisition unit 310 is specifically configured to: when the train travels in a first direction, obtain the first position information of the first beacon based on the first reading device; The second reading device is arranged at the head of the train; The second acquisition unit 310 is specifically configured to: after the train travels in the first direction and passes through the first beacon, obtain the second position information of the second beacon based on the second reading device.

[0109] Based on any of the above embodiments, further comprising a first position information acquisition unit, specifically configured to: determine a first receiving window for the first beacon based on the current position of the train; determine the position information obtained in the first receiving window as the first position information; Further comprising a second position information acquisition unit, specifically configured to: determine a second receiving window for the second beacon based on the current position of the train; determine the position information obtained in the second receiving window as the second position information.

[0110] Based on any of the above embodiments, further comprising a monitoring unit, specifically configured to: monitor the first working state of the first reading device and the second working state of the second reading device; generate an alarm information in response to determining that the first working state and / or the second working state is abnormal.

[0111] Based on any of the above embodiments, further comprising a restart unit, specifically configured to: monitor the train working state of the train; when it is determined that the train is changed from the sleep state to the train working state, send a restart command to the first reading device and the second reading device respectively, so as to clear the data internally cached by the first reading device and the second reading device during the sleep state.

[0112] Figure 4 is a structural schematic diagram of an electronic device provided by the present application, as Figure 4As shown, the electronic device can include a processor 410, a communications interface 420, a memory 430, and a communications bus 440, wherein the processor 410, the communications interface 420, and the memory 430 communicate with each other through the communications bus 440. The processor 410 can invoke a logical instruction in the memory 430 to execute a beacon-based positioning calibration method, which includes: obtaining first position information of a first beacon on a track based on a first reading device configured at one end of a train; obtaining second position information of a second beacon on the track based on a second reading device configured at the other end of the train; determining a cumulative error of a tachometer based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon; and calibrating a current position of the train according to the cumulative error.

[0113] In addition, the logical instruction in the memory 430 described above can be implemented in the form of a software functional unit and sold or used as an independent product, which can be stored in a computer-readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0114] On the other hand, the present application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium, and the computer program can be executed by a processor to enable a computer to execute the beacon-based positioning calibration method provided by the above-mentioned methods, which includes: obtaining first position information of a first beacon on a track based on a first reading device configured at one end of a train; obtaining second position information of a second beacon on the track based on a second reading device configured at the other end of the train; determining a cumulative error of a tachometer based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon; and calibrating a current position of the train according to the cumulative error.

[0115] In another aspect, the application also provides a non-transitory computer readable storage medium having stored thereon a computer program, which, when executed by a processor, implements a beacon-based positioning calibration method provided by the above method, and the method comprises: obtaining first position information of a first beacon on a track based on a first reading device arranged at one end of a train; obtaining second position information of a second beacon on the track based on a second reading device arranged at the other end of the train; determining a cumulative error of a tachometer based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon; and calibrating a current position of the train according to the cumulative error.

[0116] The device embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment scheme according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0117] From the above description of the embodiments, those skilled in the art can clearly understand that the embodiments can be realized by means of software plus necessary universal hardware platforms, and of course can also be realized by hardware. Based on such understanding, the above technical solutions can be embodied in the form of software products, which can be stored in a computer readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and include a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0118] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A beacon-based positioning calibration method, characterized by, The method comprises: acquiring first position information of a first beacon on a track based on a first reading device arranged at one end of a train; acquiring second position information of a second beacon on the track based on a second reading device arranged at the other end of the train; determining a cumulative error of a mileage counter based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon; calibrating a current position of the train according to the cumulative error.

2. The beacon-based positioning calibration method of claim 1, wherein, The determination of the cumulative error of the mileage counter based on the first position information, the second position information, the fixed distance between the first reading device and the second reading device, and the preset distance between the first beacon and the second beacon comprises: determining an actual interval distance recorded by the mileage counter based on the first position information and the second position information; determining a theoretical running distance based on the preset installation distance and the fixed distance; determining the cumulative error of the mileage counter based on the actual interval distance and the theoretical running distance.

3. The beacon-based positioning calibration method of claim 1, wherein, The calibration of the current position of the train according to the cumulative error comprises: determining a dynamic compensation value based on the cumulative error, a preset system fixed error, and a beacon installation error; wherein the beacon installation error comprises an installation position error related to the first beacon and the second beacon, and a measurement error determined based on a measurement distance between the first beacon and the second beacon; calibrating the current position of the train based on the dynamic compensation value.

4. The beacon-based positioning calibration method according to any one of claims 1 to 3, characterized in that, The first reading device is arranged at a tail of the train. The acquisition of the first position information of the first beacon on the track based on the first reading device arranged at one end of the train comprises: acquiring the first position information of the first beacon based on the first reading device when the train travels in a first direction. The second reading device is arranged at a head of the train. The acquisition of the second position information of the second beacon on the track based on the second reading device arranged at the other end of the train comprises: acquiring the second position information of the second beacon based on the second reading device after the train travels in the first direction and passes the first beacon.

5. The beacon-based positioning calibration method according to any one of claims 1 to 3, characterized in that, The acquisition of the first position information comprises: determining a first receiving window for the first beacon based on the current position of the train; determining the position information acquired in the first receiving window as the first position information. The acquisition of the second position information comprises: determining a second receiving window for the second beacon based on the current position of the train; determining the position information acquired in the second receiving window as the second position information.

6. The beacon-based positioning calibration method of any one of claims 1 to 3, wherein, The method further comprises: monitoring a first working state of the first reading device and a second working state of the second reading device; generating an alarm information in response to determining that the first working state and / or the second working state is abnormal.

7. The beacon-based positioning calibration method of any one of claims 1 to 3, wherein, The method further comprises: monitoring a train working state of the train; When it is determined that the train is switched from the hibernation state to the working state, a restart command is sent to the first reading device and the second reading device respectively, so that the first reading device and the second reading device send the position data in the hibernation state again.

8. A beacon-based positioning calibration apparatus, characterized by, The application relates to a beacon-based positioning calibration method and a device thereof. The first acquisition unit is configured to acquire first position information of a first beacon on a track based on a first reading device arranged at one end of a train. The second acquisition unit is configured to acquire second position information of a second beacon on the track based on a second reading device arranged at the other end of the train. The determination unit is configured to determine a cumulative error of a mileage counter based on the first position information, the second position information, a fixed distance between the first reading device and the second reading device, and a preset distance between the first beacon and the second beacon. The calibration unit is configured to calibrate a current position of the train according to the cumulative error.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor executes the computer program to realize the beacon-based positioning calibration method according to any one of claims 1 to 7. 10.A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to realize the beacon-based positioning calibration method according to any one of claims 1 to 7.

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