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

Abstract

The application provides a beacon-based positioning calibration method and device, electronic equipment and a storage medium, wherein 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, and 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 uses the fixed distance on the train and the preset distance on the track as known physical quantities, and combines the position information obtained from two beacon reading events, so that the cumulative error of the mileage counter in a specific driving section can be accurately determined, the reliability and safety of positioning calibration are significantly improved, and the maintenance cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a beacon-based positioning calibration method, device, electronic device, and storage medium. Background Technology

[0002] Currently, straddle-type monorail lines differ significantly from traditional steel wheel and rail systems in terms of BTM (Balise Transmission Module) antenna and transponder installation, mainly in terms of vehicle clearance, track structure, installation standards, and electromagnetic environment.

[0003] Train positioning typically employs a combined approach, based on odometers and calibrated using other positioning technologies. Odometers measure wheel speeds using tachometer motors or sensors mounted on the axles and calculate the traveled distance by integrating the wheel circumference, thus estimating the train's position. However, for trains with rubber tires (such as straddle-type monorail trains), factors like tire wear, slippage, wheel spin, or pressure changes cause dynamic variations in wheel circumference, resulting in inherent cumulative errors in odometer measurements. To eliminate these cumulative errors, existing technologies typically employ position calibration by deploying beacons or transponders along the track. A typical approach involves equipping the train with a single reader; as the train passes a beacon beside the track, the reader acquires the precise absolute position information pre-stored by the beacon and uses this information to force a correction to the current position reading in the onboard system.

[0004] However, the aforementioned existing technical solutions have the following drawbacks: First, this single-point calibration method can only perform a one-time forced correction of the train's current position reading using the absolute position information of the beacon at the instant the train passes the beacon. This method cannot effectively measure and determine the specific magnitude and variation law of the cumulative error generated by the odometer's own measurement process between two calibration points. This leads to the rapid re-accumulation of positioning errors introduced by the odometer's own defects in the operating area after the train leaves the beacon, resulting in insufficient overall positioning accuracy and calibration reliability. Second, although increasing the beacon laying density can alleviate the error accumulation problem to some extent, this will significantly increase the construction investment of the line and the cost of subsequent operation and maintenance, which is not economically viable for some cost-sensitive rail transit systems. Summary of the Invention

[0005] This invention provides a beacon-based positioning calibration method, device, electronic device, and storage medium to address the shortcomings of existing single-beacon calibration methods, which can only reset the position but cannot measure the error, resulting in limited positioning accuracy, and methods that improve accuracy by increasing beacon density are too costly.

[0006] This invention provides a beacon-based positioning calibration method, comprising the following steps: Based on the first reading device configured at one end of the train, the first position information of the first beacon on the track is obtained; 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; Based on the first location information, the second location 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 cumulative error of the odometer is determined; The current position of the train is calibrated based on the accumulated error.

[0007] According to a beacon-based positioning calibration method provided by the present invention, determining the cumulative error of an odometer based on first location information, second location information, a fixed distance between the first and second reading devices, and a preset distance between the first and second beacons includes: Based on the first location information and the second location information, the actual interval distance recorded by the odometer is determined; The theoretical travel distance is determined based on the preset installation distance and the fixed spacing; The cumulative error of the odometer is determined based on the actual interval distance and the theoretical travel distance.

[0008] According to a beacon-based positioning calibration method provided by the present invention, the step of calibrating the current position of the train based on the accumulated error includes: A dynamic compensation value is determined based on the accumulated error, the preset system fixed error, and the beacon installation error; wherein, the beacon installation error includes the installation position error related to the first beacon and the second beacon, and the measurement error; the measurement error is determined based on the measurement distance between the first beacon and the second beacon; The current position of the train is calibrated based on the dynamic compensation value.

[0009] According to a beacon-based positioning calibration method provided by the present invention, the first reading device is disposed at the rear of the train; The acquisition of the first position information of the first beacon on the track based on the first reading device configured at one end of the train includes: When the train travels in the first direction, the first position information of the first beacon is obtained based on the first reading device; The second reading device is disposed at the front of the train; The acquisition of the second position information of the second beacon on the track based on the second reading device configured at the other end of the train includes: After the train travels along the first direction and passes the first beacon, the second location information of the second beacon is obtained based on the second reading device.

[0010] According to a beacon-based positioning calibration method provided by the present invention, the step of acquiring the first location information includes: Based on the current position of the train, a first receiving window is determined for the first beacon; The location information acquired within the first receiving window is determined as the first location information; The steps for obtaining the second location information include: Based on the current position of the train, a second receiving window is determined for the second beacon; The location information acquired within the second receiving window is determined as the second location information.

[0011] According to a beacon-based positioning calibration method provided by the present invention, the method further includes: Monitor the first operating state of the first reading device and the second operating state of the second reading device; In response to determining that the first operating state and / or the second operating state are abnormal, an alarm message is generated.

[0012] According to a beacon-based positioning calibration method provided by the present invention, the method further includes: Monitor the train's operating status; When it is determined that the train has changed from a dormant state to a 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 can send the position data in the dormant state again.

[0013] The present invention also provides a beacon-based positioning calibration device, comprising the following units: The first acquisition unit is used to acquire the first position information of the first beacon on the track based on the first reading device configured at one end of the train; The second acquisition unit is used to acquire the second position information of the second beacon on the track based on the second reading device configured at the other end of the train; The determining unit is configured to determine the cumulative error of the odometer based on the first location information, the second location 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 used to calibrate the current position of the train based on the accumulated error.

[0014] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the beacon-based positioning calibration method as described above.

[0015] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the beacon-based positioning calibration method as described above.

[0016] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the beacon-based positioning calibration method as described above.

[0017] The present invention provides a beacon-based positioning calibration method, apparatus, electronic device, and storage medium. Based on a first reading device located at one end of the train, it acquires first position information of a first beacon on the track. Then, based on a second reading device located at the other end of the train, it acquires second position information of a second beacon on the track. Based on the first and second position information, a fixed distance between the first and second reading devices, and a preset distance between the first and second beacons, the cumulative error of the odometer is determined. The current position of the train is calibrated according to the cumulative error. This method uses the fixed distance on the train and the preset distance on the track as known physical quantities, combining them with the position information acquired from two beacon reading events. This allows for the direct and accurate determination of the cumulative error generated by the odometer within a specific travel section, effectively solving the problem of inaccurate train positioning caused by odometer error. By accurately determining the cumulative error, the reliability and safety of positioning calibration are significantly improved, while reducing the construction and maintenance costs of the system. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

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

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

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

[0022] Figure 4 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0024] The terms "first," "second," etc., used in this invention are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention can be implemented in orders other than those illustrated or described herein, and that the objects distinguished by "first," "second," etc., are generally of the same class.

[0025] Figure 1 This is a flowchart illustrating the beacon-based positioning calibration method provided by the present invention, as shown below. Figure 1 As shown, the method includes steps 110, 120, 130 and 140.

[0026] Step 110: Based on the first reading device configured at one end of the train, obtain the first position information of the first beacon on the track.

[0027] Specifically, trains can include rail vehicles that use rubber tires, such as straddle-type monorail trains. The odometers of these vehicles are prone to significant cumulative errors due to tire slippage, wheel slippage, or wear.

[0028] Here, the first reading device can be configured at one end of the train, such as the rear end. The first reading device can be a vehicle-mounted beacon interrogator, which typically includes an interrogator main unit and a vehicle-mounted antenna. The function of the first reading device is to read the information stored in the beacon as it physically passes by the trackside beacon.

[0029] 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, etc., and this embodiment of the invention does not specifically limit it.

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

[0031] The specific process for obtaining the first location information can be as follows: When the train is traveling on the track, the first reading device located at the rear 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. After being awakened, the first beacon sends its internally stored beacon ID information to the first reading device. After decoding and verification, the first reading device sends the beacon ID information to the vehicle control system. Upon receiving the beacon ID, the vehicle control system queries its internal map database to obtain the precise absolute location Pbeacon1 corresponding to the first beacon. Simultaneously, the system immediately records the train's current position calculated by its own odometer, recording this position as the odometer reading Podo1. Therefore, the so-called first location information can be broadly understood as a collection of information including the beacon ID that can determine the precise location of the first beacon, and the system's own odometer reading Podo1 when it reads the beacon.

[0032] In a more specific embodiment, the interaction between the first reading device (i.e., the onboard interrogator) and the onboard control system, such as ATP (Automatic Train Protection) or VOBC, follows a specific protocol. When the onboard interrogator antenna of the first reading device enters the radiation range of the first beacon, the interrogator begins decoding the beacon information. After decoding, for example, after approximately 9.7 ms, the interrogator immediately sends a message containing the beacon information to the onboard control system. To ensure the instantaneousness and accuracy of the positioning, the interrogator does not actively send messages after sending this message, even if it remains within the beacon's radiation range.

[0033] The message format can be a 13-byte data frame, specifically composed of a start bit, data bits, and an end bit, as shown in Table 1: Table 1

[0034] The message consists of 13 bytes, which are composed of a start bit, data bits, and an end bit, with the start bit and end bit having fixed values.

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

[0036] The data bits consist of 5 bytes, with the middle byte being the beacon ID. Each hexadecimal byte is parsed into its original ASCII value, which is used as the decimal digit for the ten-thousands, thousands, hundreds, tens, and ones places, and these digits are combined to form the beacon ID.

[0037] The data bits are converted from the CRC16 checksum of the first 6 bytes (2 bytes, 4 characters) to 4 bytes of ASCII code and stored in big-endian byte order.

[0038] After VOBC is powered on and initialized, it sends a restart command to the vehicle query unit. After the vehicle query unit restarts, it re-collects messages and sends them to ATP.

[0039] To prepare the first reader for the next beacon read, the vehicle control system can actively control the reader's state. For example, after system power-on initialization or after a successful read and calibration, the vehicle control system can send a restart command to the first reader, causing it to re-enter standby acquisition mode. This process can be divided into two steps: first, sending a specific command (such as {0x23, 0x30, 0x31, 0x0D, 0x0A}) to put the reader into configuration mode; then, sending a restart command (such as {0x23, 0x36, 0x33, 0x0D, 0x0A}). After restarting, the reader can respond to new beacon signals again, as follows: The first step is for VOBC to send a command to the onboard query device to enter configuration mode:

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

[0041] The second step is for VOBC to send a restart command to the onboard query device:

[0042] ATP sends {0x23,0x36,0x33,0x0D,0x0A} to the vehicle query device, which then restarts upon receiving the command.

[0043] After the vehicle-mounted query device restarts, it receives the beacon radiation signal. After decoding, the vehicle-mounted query device sends a message to the ATP only once, and then no longer sends messages proactively.

[0044] Step 120: Based on the second reading device configured at the other end of the train, obtain the second position information of the second beacon on the track.

[0045] Specifically, this step is similar to step 110. The train continues to travel along the track, and the second reading device, located at the other end of the train, passes another beacon on the track, namely the 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 it has a known and precise physical distance from the first beacon on the track.

[0047] The process of acquiring the second location 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 control system will also query the database to obtain the precise absolute position Pbeacon2 of the second beacon, and immediately record the reading Podo2 of its own odometer at this moment. Therefore, the second location 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 location information, the second location 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, determine the cumulative error of the odometer.

[0049] Specifically, after obtaining the first location information and the second location information, the cumulative error of the odometer can be determined based on the first location information, the second location 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 spacing refers to the physical distance between the first and second reading devices installed on the train. It should be understood that the fixed spacing is a known, fixed value that does not change with train operation.

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

[0052] In one embodiment, firstly, the actual physical distance the train should theoretically travel between two beacon reading events is calculated. Assume the first reading device is at the rear of the train, the second reading device is at the front, and the train is traveling in the direction of the second beacon. When the first reading device at the rear of the train passes the first beacon (Event 1), the second reading device at the front of the train is located at Ltrain, in front of the first beacon. When the second reading device at the front of the train passes the second beacon (Event 2), the train as a whole has traveled a certain distance compared to when Event 1 occurred. This distance is equal to the distance between the second and first beacons minus the distance between the two reading devices, i.e., the actual travel distance ΔPactual = Ltrack - Ltrain.

[0053] Secondly, calculate the distance traveled recorded by the train odometer between the two beacon reading events. This can be obtained directly by subtracting the odometer readings recorded for the two events, i.e., odometer measured distance ΔPmeasured = Podo2 -Podo1.

[0054] Then, the difference between the actual distance traveled and the distance measured by the odometer is compared. This difference represents the cumulative error in the odometer reading after the train has traveled a distance of ΔPactual. In other words: Cumulative error E = ΔPmeasured - ΔPactual = (Podo2 - Podo1) - (Ltrack -Ltrain).

[0055] It is worth noting that the above-described cumulative error determination process inherently includes a verification mechanism. Since all four parameters (Podo1, Podo2, Ltrain, Ltrack) are used in the calculation, this provides redundant verification. For example, an error rate threshold, such as 2%, can be preset. If |E / ΔPactual| exceeds this threshold, it can be determined that a reading or odometer has suffered a serious malfunction, and the calibration should be abandoned, thereby improving system security. Only after the verification passes is the calculated cumulative error E considered reliable.

[0056] Step 140: Based on the accumulated error, calibrate the current position of the train.

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

[0058] The method provided in this invention acquires first position information of a first beacon on the track using a first reading device configured at one end of the train, and then acquires second position information of a second beacon on the track using a second reading device configured at the other end of the train. Based on the first position information, the second position information, the fixed distance between the first and second reading devices, and the preset distance between the first and second beacons, the cumulative error of the odometer is determined. The current position of the train is then calibrated according to the cumulative error. This method uses the fixed distance on the train and the preset distance on the track as known physical quantities, combining them with the position information acquired from two beacon reading events. This allows for the direct and accurate determination of the cumulative error generated by the odometer within a specific travel section, effectively solving the problem of inaccurate train positioning caused by odometer error. By accurately determining the cumulative error, the reliability and safety of positioning calibration are significantly improved, while reducing the construction and maintenance costs of the system.

[0059] Based on the above embodiments, step 130 includes: Step 131: Based on the first location information and the second location information, determine the actual interval distance recorded by the odometer; Step 132: Determine the theoretical travel distance based on the preset installation distance and the fixed spacing; Step 133: Determine the cumulative error of the odometer based on the actual interval distance and the theoretical travel distance.

[0060] Specifically, firstly, based on the first and second location information, the actual interval distance recorded by the odometer is determined. It should be understood that the first location information includes the odometer reading Podo1 recorded by the onboard control system when the train reads the first beacon. Similarly, the second location information includes the odometer reading Podo2 when the second beacon is read. Therefore, the so-called actual interval distance is the distance value counted by the odometer between these two reading events. It can be obtained by subtracting the two odometer readings.

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

[0062] Secondly, the theoretical travel distance is determined based on the preset installation distance and the fixed spacing. The preset installation distance, denoted as Ltrack, is the precisely measured physical distance between the first and second beacons on the track. The fixed spacing, denoted as Ltrain, is the precisely measured physical distance between the first and second reading devices on the train. The theoretical travel distance refers to the precise physical distance the train, as a whole, should actually move on the track from the moment the first reading device reads the first beacon to the moment the second reading device reads the second beacon. This theoretical travel distance can be calculated from these two known fixed distances.

[0063] Finally, based on the actual interval distance and the theoretical travel distance, the 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 travel distance actually moved by the train.

[0064] Specifically, the cumulative error E = actual interval distance - theoretical travel distance = (Podo2 - Podo1) - (Ltrack - Ltrain). The cumulative error reflects the deviation of the odometer after the train has traveled the theoretical travel distance ΔPactual.

[0065] The method provided in this invention calculates the difference between the actual interval distance recorded by the odometer between two beacon readings and the known theoretical travel distance. This method can directly and accurately determine the specific value of the cumulative error generated by the odometer within the operating range. This process quantifies the odometer measurement error, providing a reliable basis for subsequent accurate calibration.

[0066] Based on the above embodiments, step 140 includes: Step 141: Determine a dynamic compensation value based on the accumulated error, the preset system fixed error, and the beacon installation error; wherein, the beacon installation error includes the installation position error related to the first beacon and the second beacon, and the measurement error; the measurement error is determined based on the measurement distance between the first beacon and the second beacon; Step 142: Based on the dynamic compensation value, calibrate the current position of the train.

[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 in the system, such as the equivalent distance error introduced by the fixed delay in the process of the vehicle control system processing beacon messages and recording odometer readings. This error value can be predetermined and stored in the system through offline calibration or theoretical analysis.

[0069] The beacon installation error (Einst) refers to the error caused by the uncertainty of the physical location of the beacon. This beacon installation error can include installation position errors related to the first and second beacons, as well as measurement errors, where the measurement error is determined based on the measured distance between the first and second beacons.

[0070] Here, the installation position error associated with the first and second beacons refers to the slight deviation between the actual location of each beacon during installation and its nominal location recorded in the map database. Measurement error refers to the error incurred when measuring the preset distance Ltrack between the first and second beacons. For example, a beacon spacing of 1000m might have a measurement error of 0.5m.

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

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

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

[0074] After the onboard control system calculates the dynamic compensation value Vcomp, it can be used to calibrate the train's current position. For example, if the odometer gives the train's front position as Podo2 at the moment the second beacon is detected, then the calibrated precise front position Pcalibrated = Podo2 - Vcomp. Simultaneously, the onboard control system can also use this dynamic compensation value as a correction to the odometer's internal counter, thereby making subsequent positioning more accurate and achieving dynamic and precise calibration of the train's position.

[0075] The method provided in this invention determines a dynamic compensation value based on cumulative error, a preset system fixed error, and beacon installation error. The beacon installation error includes installation position errors related to the first and second beacons, as well as measurement errors. The measurement error is determined based on the measurement distance between the first and second beacons. The current position of the train is then calibrated based on the dynamic compensation value. This method comprehensively considers multiple error sources, including odometer cumulative error, system fixed error, and beacon installation error, making the calibration of the train's current position more accurate and comprehensive, thereby further improving the accuracy of the entire positioning system.

[0076] Based on the above embodiments, the first reading device is disposed at the rear of the train; The acquisition of the first position information of the first beacon on the track based on the first reading device configured at one end of the train includes: When the train travels in the first direction, the first position information of the first beacon is obtained based on the first reading device; The second reading device is disposed at the front of the train; The acquisition of the second position information of the second beacon on the track based on the second reading device configured at the other end of the train includes: After the train travels along the first direction and passes the first beacon, the second location information of the second beacon is obtained based on the second reading device.

[0077] Specifically, the first reading device is located at the rear of the train, and the second reading device is located at the front of the train.

[0078] When the train travels in the first direction, for example, from left to right, the first reading device located at the rear of the train passes by and acquires the first position information of the first beacon. At this time, the onboard 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 position information of the second beacon is obtained based on the second reading device. That is, the train continues to move forward until the second reading device located at the front of the train passes and reads the second beacon. At this time, the onboard control system records the odometer reading Podo2.

[0080] Under this defined configuration and sequence, the distance the train's front travels from the rear passing the first beacon to the front passing the second beacon is the distance Ltrack between the first and second beacons. During this time, the train, as a rigid body, moves a total distance equal to the distance the front travels minus the distance between the front and rear, i.e., the fixed distance Ltrain between the first and second reading devices. Therefore, the theoretical travel distance ΔPactual = Ltrack - Ltrain.

[0081] The method provided by this invention clarifies the installation positions of the first and second reading devices on the train and the order of beacon reading, eliminating directional uncertainty when calculating theoretical travel distance, making the cumulative error calculation more accurate, and ensuring the consistency and reliability of the positioning calibration method in practical applications.

[0082] Based on the above embodiments, the step of obtaining the first location information includes: Based on the current position of the train, a first receiving window is determined for the first beacon; The location information acquired within the first receiving window is determined as the first location information; The steps for obtaining the second location information include: Based on the current position of the train, a second receiving window is determined for the second beacon; The location information acquired within the second receiving window is determined as the second location information.

[0083] Specifically, the onboard control system stores a precise location map of all beacons along the route. Based on the train's current location (Podo) provided by the odometer, a first receiving window is determined for the first beacon. The first receiving window is a virtual receiving window. It defines an effective geographic range, such as [Ptarget - W, Ptarget + W], where W is the window radius, which can be preset according to the required accuracy and beacon density of the system.

[0084] Furthermore, the location information acquired within the first receiving window can be identified as the first location information. Specifically, the onboard control system only begins processing or trusting messages from the first reading device after determining that the train's position indicated by the odometer has entered the first receiving window set for the first beacon. If the first reading device successfully reads the information from the first beacon within the first receiving window, that information is confirmed as valid first location information. If the train leaves the receiving window without receiving any information, the system can determine that the beacon was missed. Similarly, this mechanism also applies to the process of the second reading device acquiring the second location information.

[0085] Accordingly, a second receiving window can be determined for the second beacon based on the train's current position, and the position information obtained within the second receiving window can be determined as the second position information.

[0086] Based on the above embodiments, the method further includes: Monitor the first operating state of the first reading device and the second operating state of the second reading device; In response to determining that the first operating state and / or the second operating state are abnormal, an alarm message is generated.

[0087] Specifically, the first operating state of the first reading device and the second operating state of the second reading device can be monitored. The vehicle control system can continuously monitor the operating states of the first and second reading devices in various ways. For example, it can periodically check whether the reading device is online through a heartbeat message mechanism; it can check whether the physical links communicating with the reading device, such as the CAN (Controller Area Network) bus and Ethernet, are normal; and it can determine whether its data processing function is normal by analyzing the CRC (Cyclic Redundancy Check Result) verification results of the messages reported by the reading device.

[0088] In response to the determination of an abnormality in the first and / or second operating states, an alarm message is generated. When any abnormal state is detected, such as no response from the reading device, communication interruption, or multiple consecutive reports of CRC check error messages, the vehicle control system can determine that its operating state is abnormal. Once the abnormality is determined, the system will immediately generate an alarm message. This alarm message can be recorded in the vehicle system log for subsequent troubleshooting and maintenance; at the same time, it can also be displayed in real time on the human-machine interface in the driver's cab, or reported to the ground control center via the vehicle wireless communication unit to notify relevant personnel that the system has malfunctioned and requires intervention.

[0089] The method provided in this invention enables health management of the positioning calibration system itself by real-time monitoring and fault alarm of the working status of the first reading device and / or the second reading device. It can promptly alarm when the system malfunctions, thereby ensuring driving safety and improving the maintainability of the system.

[0090] Based on the above embodiments, the method further includes: Monitor the train's operating status; When it is determined that the train has changed from a dormant state to a 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 can send the position data in the dormant state again.

[0091] Specifically, the train's operational status can also be monitored. This operational status typically includes dormant state, ready state, and normal operational state, but this embodiment of the invention does not impose specific limitations on these states.

[0092] When it is determined that the train has transitioned from a dormant state to an operational state, a restart command is sent to both the first and second reading devices. The purpose of sending this restart command is to cause the first and second reading devices to retransmit the position data from the dormant state.

[0093] The method provided in this embodiment of the invention, by associating the initialization of the reading device with the train's operating state transition, ensures that the sensing layer of the positioning calibration system is in a known and reliable initial state every time the train is put into operation, thereby improving the initial operating reliability of the system.

[0094] Based on any of the above embodiments Figure 2 This is a schematic diagram of the beacon system provided by the present invention, as shown below. Figure 2As shown, the TransCore beacon system consists of an onboard queuing unit, an onboard antenna, and beacons. The onboard queuing unit communicates with the beacons via the onboard antenna and reads data from the beacons. The onboard queuing unit transmits the decoded beacon ID information to the onboard ATP (Automatic Train Protection) according to a specified protocol to achieve positioning. One onboard queuing unit and one onboard antenna are installed at each end of the vehicle for reading trackside beacons.

[0095] The vehicle-mounted locator communicates with the vehicle-mounted ATP via serial communication (RS422) and also supports outputting level signals to the ATP. When the antenna is within the beacon's radiation range, the vehicle-mounted locator continuously outputs a high level; when the antenna moves out of the beacon's radiation range, the vehicle-mounted locator outputs a low level.

[0096] Since the vehicle-mounted query device is a non-safety device, in order to prevent the harm to system security caused by the failure of a single vehicle-mounted query device, it is necessary to consider using two vehicle-mounted query devices to compare and take the result of the comparison as the external input for processing.

[0097] The positioning system uses two beacons at each end of the vehicle to establish the location. The first beacon used for positioning is the one acquired by the vehicle-mounted interrogator at the rear, and the second beacon is the one acquired by the vehicle-mounted interrogator at the front. The receiving position is recorded when the first beacon is received, and the receiving position is also recorded when the second beacon is received. Before positioning, the error between the difference in the receiving positions of the two beacons and the difference in the beacon installation positions is calculated to be no more than 2%, with a maximum of 6m (configurable). This error is added to the initial underread / overread inherent error after positioning. That is, the initial underread / overread inherent error after positioning is the ATP fixed envelope + the installation error of the previous beacon + the installation error of this beacon + the installation distance of this beacon from the receiving end of the first beacon * 2%.

[0098] Within the sleep-wake parking window, when the train wakes up, after the ATP (Automatic Train Protection) system completes its power-on initialization, it sends a restart command only once to the onboard query device. The onboard query device restarts (within 1 second) and then re-collects messages and sends them to the ATP to enable subsequent positioning functions. This method prevents systemic failures caused by delayed data transmission from the onboard query device, ensuring safe positioning.

[0099] After the ATP is powered on and restarted via the onboard query device, it receives one beacon at each end and verifies that the installation distance between the two beacons received at the beginning and end is within a certain range as well as the distance between the two onboard query devices at the beginning and end. This range threshold uses the beacon's most unfavorable reception range (using the inherent error of underread / overreading of the train when waking up from hibernation) to achieve positioning.

[0100] Furthermore, during beacon calibration, only the rising edge is considered, and an empirical calibration method is adopted, with the empirical value set at 30cm.

[0101] The estimated position of the train head after calibration is the expected position of the beacon in the line data + the distance of the transponder antenna from the train head + the distance traveled at the calibration time, Deta_s.

[0102] Because ATP (Action Technology for Train Reception) determines the reception window when receiving beacons, it considers beacon reception valid and executes positioning logic only if the beacon is within the reception window; otherwise, it determines the beacon is out of the window and loses positioning. When positioning is performed after receiving a beacon, the calibrated position is calculated based on the train's estimated position from the beacon's expected reception position. The maximum error between the train's actual position and the calibrated position is the inherent error of underread / overread. The beacon reception window is calculated as (ATP fixed envelope + previous beacon installation error + current beacon installation error + distance between two beacons * 2%). After beacon position calibration, the inherent error of underread / overread is adjusted to: (ATP fixed envelope + previous beacon installation error + current beacon installation error + distance between current and previous beacons * 2%) + distance traveled at the positioning time Deta_s * 2%, including the maximum beacon reception window.

[0103] The beacon-based positioning calibration device provided by the present invention will be 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 invention provides a beacon-based positioning calibration device. Figure 3 This is a schematic diagram of the beacon-based positioning calibration device provided by the present invention, as shown below. Figure 3 As shown, the device includes: The first acquisition unit 310 is used to acquire the first position information of the first beacon on the track based on the first reading device configured at one end of the train. The second acquisition unit 320 is used to acquire the second position information of the second beacon on the track based on the second reading device configured at the other end of the train; The determining unit 330 is used to determine the cumulative error of the odometer based on the first location information, the second location 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 calibration unit 340 is used to calibrate the current position of the train based on the accumulated error.

[0105] The apparatus provided in this invention acquires first position information of a first beacon on the track using a first reading device configured at one end of the train, and then acquires second position information of a second beacon on the track using a second reading device configured at the other end of the train. Based on the first position information, the second position information, the fixed distance between the first and second reading devices, and the preset distance between the first and second beacons, the cumulative error of the odometer is determined. The current position of the train is calibrated according to the cumulative error. This method uses the fixed distance on the train and the preset distance on the track as known physical quantities, combining them with the position information acquired from two beacon reading events. This allows for the direct and accurate determination of the cumulative error generated by the odometer within a specific travel section, effectively solving the problem of inaccurate train positioning caused by odometer error. By accurately determining the cumulative error, the reliability and safety of positioning calibration are significantly improved, while reducing the construction and maintenance costs of the system.

[0106] Based on any of the above embodiments, the determining unit 330 is specifically used for: Based on the first location information and the second location information, the actual interval distance recorded by the odometer is determined; The theoretical travel distance is determined based on the preset installation distance and the fixed spacing; The cumulative error of the odometer is determined based on the actual interval distance and the theoretical travel distance.

[0107] Based on any of the above embodiments, the calibration unit 340 is specifically used for: A dynamic compensation value is determined based on the accumulated error, the preset system fixed error, and the beacon installation error; wherein, the beacon installation error includes the installation position error related to the first beacon and the second beacon, and the measurement error; the measurement error is determined based on the measurement distance between the first beacon and the second beacon; The current position of the train is calibrated based on the dynamic compensation value.

[0108] Based on any of the above embodiments, the first reading device is disposed at the rear of the train; The first acquisition unit 310 is specifically used for: When the train travels in the first direction, the first position information of the first beacon is obtained based on the first reading device; The second reading device is disposed at the front of the train; The second acquisition unit 310 is specifically used for: After the train travels along the first direction and passes the first beacon, the second location information of the second beacon is obtained based on the second reading device.

[0109] Based on any of the above embodiments, a first location information acquisition unit is further included, wherein the first location information acquisition unit is specifically used for: Based on the current position of the train, a first receiving window is determined for the first beacon; The location information acquired within the first receiving window is determined as the first location information; It also includes a second location information acquisition unit, which is specifically used for: Based on the current position of the train, a second receiving window is determined for the second beacon; The location information acquired within the second receiving window is determined as the second location information.

[0110] Based on any of the above embodiments, a monitoring unit is further included, wherein the monitoring unit is specifically used for: Monitor the first operating state of the first reading device and the second operating state of the second reading device; In response to determining that the first operating state and / or the second operating state are abnormal, an alarm message is generated.

[0111] Based on any of the above embodiments, a restart unit is further included, wherein the restart unit is specifically used for: Monitor the train's operating status; When it is determined that the train has changed from a dormant state to a working state, a restart command is sent to the first reading device and the second reading device respectively to clear the data cached internally by the first reading device and the second reading device during the dormant state.

[0112] Figure 4 This is a schematic diagram of the structure of the electronic device provided by the present invention, such as... Figure 4As shown, the electronic device may include a processor 410, a communications interface 420, a memory 430, and a communication bus 440, wherein the processor 410, communications interface 420, and memory 430 communicate with each other via the communication bus 440. The processor 410 can call logical instructions in the memory 430 to execute a beacon-based positioning calibration method. This method includes: acquiring first position information of a first beacon on the track based on a first reading device configured at one end of the train; acquiring 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 the cumulative error of the odometer based on the first position information, the second position information, a fixed distance between the first and second reading devices, and a preset distance between the first and second beacons; and calibrating the current position of the train according to the cumulative error.

[0113] Furthermore, the logical instructions in the aforementioned memory 430 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0114] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to execute the beacon-based positioning calibration method provided by the above methods. The method includes: acquiring first position information of a first beacon on the track based on a first reading device configured at one end of the train; acquiring 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 the cumulative error of an odometer 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 the current position of the train according to the cumulative error.

[0115] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements a beacon-based positioning calibration method provided by the methods described above. The method includes: acquiring first position information of a first beacon on the track based on a first reading device disposed at one end of the train; acquiring second position information of a second beacon on the track based on a second reading device disposed at the other end of the train; determining a cumulative error of an odometer based on the first position information, the second position information, a fixed distance between the first and second reading devices, and a preset distance between the first and second beacons; and calibrating the current position of the train according to the cumulative error.

[0116] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0117] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments 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 invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A beacon-based positioning calibration method, characterized in that, include: Based on the first reading device configured at one end of the train, the first position information of the first beacon on the track is obtained; 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; Based on the first location information, the second location 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 cumulative error of the odometer is determined; The current position of the train is calibrated based on the accumulated error; The step of determining the cumulative error of the odometer based on the first location information, the second location information, the fixed distance between the first and second reading devices, and the preset distance between the first and second beacons includes: Based on the first location information and the second location information, the actual interval distance recorded by the odometer is determined; The theoretical travel distance is determined based on the preset installation distance and the fixed spacing; The cumulative error of the odometer is determined based on the actual interval distance and the theoretical travel distance.

2. The beacon-based positioning calibration method according to claim 1, characterized in that, The step of calibrating the current position of the train based on the accumulated error includes: A dynamic compensation value is determined based on the accumulated error, the preset system fixed error, and the beacon installation error; wherein, the beacon installation error includes the installation position error related to the first beacon and the second beacon, and the measurement error; the measurement error is determined based on the measurement distance between the first beacon and the second beacon; The current position of the train is calibrated based on the dynamic compensation value.

3. The beacon-based positioning calibration method according to any one of claims 1 to 2, characterized in that, The first reading device is located at the rear of the train; The acquisition of the first position information of the first beacon on the track based on the first reading device configured at one end of the train includes: When the train travels in the first direction, the first position information of the first beacon is obtained based on the first reading device; The second reading device is disposed at the front of the train; The acquisition of the second position information of the second beacon on the track based on the second reading device configured at the other end of the train includes: After the train travels along the first direction and passes the first beacon, the second location information of the second beacon is obtained based on the second reading device.

4. The beacon-based positioning calibration method according to any one of claims 1 to 2, characterized in that, The steps for obtaining the first location information include: Based on the current position of the train, a first receiving window is determined for the first beacon; The location information acquired within the first receiving window is determined as the first location information; The steps for obtaining the second location information include: Based on the current position of the train, a second receiving window is determined for the second beacon; The location information acquired within the second receiving window is determined as the second location information.

5. The beacon-based positioning calibration method according to any one of claims 1 to 2, characterized in that, The method further includes: Monitor the first operating state of the first reading device and the second operating state of the second reading device; In response to determining that the first operating state and / or the second operating state are abnormal, an alarm message is generated.

6. The beacon-based positioning calibration method according to any one of claims 1 to 2, characterized in that, The method further includes: Monitor the train's operating status; When it is determined that the train has changed from a dormant state to a 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 can send the position data in the dormant state again.

7. A beacon-based positioning calibration device, characterized in that, include: The first acquisition unit is used to acquire the first position information of the first beacon on the track based on the first reading device configured at one end of the train; The second acquisition unit is used to acquire the second position information of the second beacon on the track based on the second reading device configured at the other end of the train; The determining unit is configured to determine the cumulative error of the odometer based on the first location information, the second location 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 used to calibrate the current position of the train based on the accumulated error; Specifically, the determining unit is used for: Based on the first location information and the second location information, the actual interval distance recorded by the odometer is determined; The theoretical travel distance is determined based on the preset installation distance and the fixed spacing; The cumulative error of the odometer is determined based on the actual interval distance and the theoretical travel distance.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the beacon-based positioning calibration method as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the beacon-based positioning calibration method as described in any one of claims 1 to 6.

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