CN115902981B - Train positioning optimization method and system and rail transit vehicle - Google Patents
Train positioning optimization method and system and rail transit vehicle Download PDFInfo
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Abstract
The invention discloses a train positioning optimization method, a train positioning optimization system and an orbit traffic vehicle, which are used for correcting original satellite observation data to obtain satellite correction observation data; and calculating to obtain train position information by utilizing the satellite correction observation data and RTK differential data transmitted by the ground base station system in real time. The invention solves the problems of lower positioning accuracy and unreliable positioning information caused by that the original satellite observed data is not processed in the existing train positioning technology and directly participates in train positioning calculation. According to the invention, the original satellite observation data is corrected, and the corrected satellite observation data is utilized for positioning calculation, so that the positioning accuracy and stability of the train are improved, and the running safety of the train is ensured.
Description
Technical Field
The invention relates to the technical field of train navigation and positioning, in particular to a train positioning optimization method, a train positioning optimization system and a rail transit vehicle.
Background
In a train operation control system, accurate, safe and reliable acquisition of position information of a train is a key point of safe operation of the train. Communication-based train operation control systems (CBTC for short) implement mobile occlusion technology, but have reached the limit of train tracking density under this safety principle. With the rapid development of technologies such as Beidou and other navigation systems, intelligent control and high-precision sensors in recent years, cooperative control technology based on train groups is becoming a necessary direction for further development of rail transit train control systems, so that the overall transportation capacity of the rail transit system is improved. In the operation control of a new generation train, shortening the tracking interval of the train and even achieving short-play tracking are extremely important. The breakthrough of the high-precision positioning technology based on satellites is particularly urgent.
At present, satellite navigation positioning modes can be divided into two types: pseudo-range positioning and carrier phase based real-time kinematic (Real Time Kinematic, RTK) positioning. Because the pseudo-range positioning accuracy is about 10m, the application scene of future train intellectualization cannot be met, the information fusion acquired by other sensors is needed to be achieved, and the limitation is also more. In contrast, the RTK positioning technology theory based on carrier phase difference can reach higher precision, but the instability of the precision and the influence such as building shielding, changeable climate and the like weaken the positioning signal, and the positioning precision is deteriorated due to the interference and multipath effect of the electromagnetic signal.
When satellite signals are shielded and interfered, the original observation data of the satellite can generate cycle jump and wild value, and the data smoothness is damaged; the satellite original observation data can be subjected to aperiodic interruption, single-frequency-band data deletion and other phenomena due to low altitude angle of the satellite, internal faults of the satellite and the like, the data continuity is destroyed, and the satellite positioning precision and reliability cannot be ensured.
At present, the satellite navigation-based train positioning method is not used for quality monitoring and correction of satellite original observation data, is directly used for train positioning calculation, cannot guarantee reliability of calculated train positioning information, influences autonomous positioning accuracy and stability of a train, and influences running safety of the train.
Disclosure of Invention
The invention aims to solve the technical problem of providing a train positioning optimization method, a train positioning optimization system and a rail transit vehicle aiming at the defects of the prior art, and improves the accuracy and reliability of train positioning information.
In order to solve the technical problems, the invention adopts the following technical scheme: a train positioning optimization method, comprising the steps of:
s1, correcting original satellite observation data to obtain satellite correction observation data;
s2, calculating to obtain train position information by utilizing satellite correction observation data and RTK differential data transmitted by a ground base station system in real time.
The invention solves the problems of lower positioning accuracy and unreliable positioning information caused by that the original satellite observed data is not processed in the existing train positioning technology and directly participates in train positioning calculation. According to the invention, the original satellite observation data is corrected, and the corrected satellite observation data is utilized for positioning calculation, so that the positioning accuracy and stability of the train are improved, and the running safety of the train is ensured.
In the above step S1 of the present invention, the correction process includes: and performing cycle slip detection and recovery processing on the satellite correction observation data. The satellite navigation data is ensured not to have mutation phenomenon, and the effectiveness of the satellite navigation data participating in positioning is ensured.
In the invention, the specific implementation process of cycle slip detection and recovery processing comprises the following steps:
a) Performing linear combination on the double-frequency pseudo-range observation value and the double-frequency carrier phase observation value in the satellite correction observation data, and calculating MW combined cycle slip detection quantity and GF combined cycle slip detection quantity by using the following steps:
ΔN MW ＝N MW (t)-N MW (t-1)＝ΔN 1 -ΔN 2 ；
wherein DeltaN MW For MW combined cycle slip detection, N MW (t) MW combined observed quantity for current t epoch, N MW (t-1) is the MW combined observed quantity of t-1 epoch, deltaN 1 、ΔN 2 Zhou Tiaoshu and delta N of GNSS satellite two-frequency carrier GF (t) is GF combined cycle slip detection quantity, L GF (t) the current t epoch GF Combined observance, L GF (t-1) is the GF combined observed quantity of the t-1 epoch, f 1 、f 2 The carrier frequencies of the two frequency bands of the GNSS satellite are respectively,is a double difference ionospheric residual;
the turbo edit combined cycle slip threshold was calculated using: wherein (1)>Average widelane ambiguities for t-1 epoch, t epoch and t+1 epoch, respectively, delta (t-1) being root mean square, delta N of combined observations of t-1 epoch MW GF (t)、ΔN GF (t+1) is the current t epoch and t+1 epoch GF combined cycle slip detection quantity, lambda 1 、λ 2 The carrier wave wavelengths of two frequency bands of the GNSS satellite are respectively;
b) If the current t epoch exceeds the cycle slip threshold, calculating a cycle slip value using the following equation:
wherein (1)>The average cycle slip difference of n epochs before cycle slip i epoch, L GF 、L" GF GF combined observables, λ, for n epochs before cycle slip i epoch and n epochs before cycle slip, respectively 1 、λ 2 Respectively, GNSS satellite two-frequency carrier wave wavelength, delta N 1 、ΔN 2 Zhou Tiaoshu of two frequency band carriers of the GNSS satellite respectively;
c) Will delta N 1 And DeltaN 2 Substituting the original carrier phase observation data to finishCycle slip recovery processing, and performing back substitution by using the following formula:
wherein N is 1 (t)、N 2 (t) carrier phase integer ambiguity N for each of the two-band carrier repaired cycle hops of the t epoch GNSS satellite 1 ”(t)、N 2 "(t) is the integer ambiguity of the original carrier phase of the two-band carrier of the t epoch GNSS satellite respectively, delta N 1 、ΔN 2 Zhou Tiaoshu for the two-band carriers of the t epoch GNSS satellite, respectively.
In order to further improve the positioning resolving precision, in step S1, the correction processing includes low-altitude satellite rejection processing, and the specific implementation process of the low-altitude satellite rejection processing includes:
1) Calculating altitude angle of observation satelliteWhere i=1, 2, …, n, n is the number of satellites observed by the vehicle satellite receiver;
2) Initializing satellite cut-off altitudeInitial carrier phase residual delta 0 Adjacent epoch carrier phase residual difference delta; let i=1;
3) When the height is at an angleIs greater than or equal to a first set value, satellite cut-off altitude angle +>If the adjacent epoch carrier phase residual difference delta is smaller than or equal to the second set value in the set interval, if ++>Then the ith satellite is removed, the value of n is reduced by 1, and the satellite cut-off altitude angle is +.>Increasing the set degree, updating the current epoch carrier phase residual delta, and updating the adjacent epoch carrier phase residual difference delta to the current epoch carrier phase residual delta and the initial carrier phase residual delta 0 And the difference between the initial carrier phase residuals delta 0 Updating the current epoch carrier phase residual delta;
4) Adding 1 to the value of i, repeating the step 3) until i is more than n, and outputting a satellite set x after removing satellites * (n)。
In order to ensure the accuracy and reliability of the RTK calculation result and ensure the stability of train positioning, in the step S1, the correction processing further comprises single frequency data satellite rejection processing, and the specific implementation process of the single frequency data satellite rejection processing comprises the following steps: if a certain frequency band of the observation satellite is missing in the satellite correction observation data, the received observation data is single frequency data, and the observation satellite is removed; and after the observation satellite recovers the double-frequency data, continuing to participate in RTK calculation.
In the invention, in order to further ensure the running safety of the train, the method of the invention further comprises the following steps:
and S3, transmitting the train position information to other trains running in the section by adopting a Beidou short message transmission mode.
In the invention, the mode of acquiring the satellite RTK differential data is related to the running position of a train, and the acquisition process of the RTK differential data comprises the following steps: when the train runs in a line interval, RTK differential data is directly transmitted through a railway wireless communication broadband private network; when a train enters/exits the station, RTK differential data is transmitted by using a data transmission station.
As an inventive concept, the present invention also provides a train positioning optimization system, comprising:
the preprocessing module is used for correcting the original satellite observation data to obtain satellite corrected observation data;
and the resolving unit is used for resolving and obtaining train position information by utilizing the satellite correction observation data and RTK differential data transmitted by the ground base station system in real time.
The system of the present invention further comprises: and the transmission module is used for transmitting the train position information to other trains running in the section by adopting a Beidou short message transmission mode.
As an inventive concept, the present invention also provides a rail transit vehicle, on which a vehicle-mounted satellite navigation receiving system is provided; the vehicle-mounted satellite navigation receiving system is communicated with a vehicle control center; the vehicle control center is configured for implementing the steps of the above-described positioning optimization method of the present invention.
Compared with the prior art, the invention has the following beneficial effects:
1) The method of the invention monitors the data quality of the observation satellite in real time through a train-mounted satellite navigation receiving system, and is divided into two parts to be carried out simultaneously; the method comprises the steps of performing cycle slip detection and recovery processing before satellite data participate in positioning calculation, ensuring that satellite navigation data does not have abrupt change, ensuring the effectiveness of the satellite navigation data participating in positioning, then performing low-altitude angle rejection, low-data quality rejection and single-frequency data satellite rejection processing, timely rejecting satellites influencing train positioning, ensuring the reliability of the satellite navigation data participating in positioning, forming a double-layer guarantee of train positioning stability, and improving the stability of train positioning.
2) The invention is applicable to train interval operation and station entering and exiting operation, is especially applicable to the condition that satellite signals of the train station entering and exiting are shielded but not interrupted, and improves the availability of a train positioning system.
Drawings
Fig. 1 is a schematic diagram of steps of a method for optimizing high-precision positioning of train operation based on satellite navigation according to embodiment 1 of the present invention;
fig. 2 is a flowchart of an algorithm of a high-precision positioning optimization method for train operation based on satellite navigation provided in embodiment 1 of the present invention;
fig. 3 is a block diagram of a high-precision positioning optimization system for train operation based on satellite navigation according to embodiment 2 of the present invention;
fig. 4 is a processing diagram of correcting the original observation data of the satellite of the train-mounted satellite navigation receiving system provided in embodiment 3 of the present invention;
fig. 5 is a diagram of a data transmission architecture of a vehicle-mounted antenna module according to embodiment 4 of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The terms "first," "second," and the like, herein do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The terms "a," "an," and other similar words are not intended to mean that there is only one of the things, but rather that the description is directed to only one of the things, 2, which may have one or more. In this document, the terms "comprise," "include," and other similar words are intended to denote a logical relationship, but not to be construed as implying a spatial structural relationship. For example, "a includes B" is intended to mean that logically B belongs to a, and not that spatially B is located inside a. In addition, the terms "comprising," "including," and other similar terms should be construed as open-ended, rather than closed-ended. For example, "a includes B" is intended to mean that B belongs to a, but B does not necessarily constitute all of a, and a may also include other elements such as C, D, E.
As described in the background art, the existing RTK positioning technology based on carrier phase difference is not complete enough, and it is difficult to ensure the validity and stability of satellite navigation data, and the reliability of train positioning information cannot be ensured when the satellite signals of the in-out station are blocked and interfered, so that the stability of train positioning is affected. The invention combines the satellite navigation system and the train control system to realize the high-precision positioning of the train, improves the autonomous, intelligent and cooperative capability of the train, meets the technical requirements of the new generation of train control, and has wide development prospect and basic value.
The invention provides a high-precision positioning optimization method and a system for train operation based on satellite navigation, which are characterized in that a train-mounted satellite navigation receiving system is used for observing a satellite in real time, receiving original observation data of the observation satellite, carrying out real-time quality monitoring on the original observation data, carrying out timely smooth processing correction after abnormality is found, ensuring the effectiveness and reliability of satellite data participating in positioning calculation, forming a first guarantee for ensuring the positioning stability of the train, then carrying out secondary monitoring on the quality of the smoothed satellite data, ensuring the effectiveness of the altitude angle and frequency of the satellite data, forming a second guarantee for ensuring the positioning stability of the train, and generating satellite correction observation data; and meanwhile, receiving satellite RTK differential data, participating in RTK calculation together with the generated satellite correction observation data, taking the result of the RTK calculation as final train positioning information, and transmitting the final train positioning information to a train operation control system. The invention carries out quality detection twice before the satellite data participates in the train positioning, ensures the validity and reliability of the satellite navigation data in advance, and ensures the stability of the train positioning.
Example 1
Referring to fig. 1, embodiment 1 of the present invention provides a method for optimizing high-accuracy positioning of train operation based on satellite navigation, including
Step S1: the satellite correction observation data is generated by adding a train-mounted satellite navigation receiving system to perform cycle slip detection and recovery processing, low-altitude angle satellite rejection processing, low-data quality satellite rejection processing and real-time data quality monitoring processing of single-frequency data satellite rejection processing on the satellite original observation data.
In this embodiment, the observation satellite original observation data specifically includes: a double-frequency satellite pseudo-range observation value, a double-frequency satellite carrier phase observation value and a double-frequency satellite Doppler frequency observation value. The satellite navigation data RTK resolving result in the embodiment of the invention is directly used for running control of the train, the dual-frequency RTK can provide a resolving result which is quicker, more accurate and more reliable than the single-frequency RTK, and in order to ensure the running safety and reliability of the train, the resolving mode adopted in the invention is dual-frequency RTK resolving, and the acquired satellite data is dual-frequency satellite original observation data.
The satellite original observation data can appear the jump of the whole circle, namely the phenomenon of cycle-jumping and observation data missing due to the reasons of satellite self faults, low satellite altitude angle, shielded satellite signals of the train in-out station and the like, and if the satellite original observation data is not processed, the satellite original observation data directly participates in RTK positioning calculation, and the stability and the reliability of train positioning can not be ensured.
The embodiment carries out real-time data quality detection processing on the satellite original observation data, and specifically comprises the following steps:
referring to fig. 1, first, cycle slip detection and recovery processing are performed on acquired satellite original observation data, a double-frequency linear combination is formed on the acquired satellite original observation data, cycle slip judgment and cycle slip calculation recovery are performed on the acquired satellite original observation data, so that satellite data are smooth and continuous, the effectiveness of the satellite data is guaranteed, a first guarantee for guaranteeing train positioning stability is formed, then, low-altitude angle satellite rejection processing, low-data quality satellite rejection processing and single-frequency data satellite rejection processing are performed on the satellite original observation data, so that satellite data participating in RTK calculation has the characteristics of easy tracking, continuity and reliability, reliability of satellite navigation data is guaranteed, finally satellite correction observation data is generated, and a second guarantee for guaranteeing train positioning stability is formed.
Specifically, referring to fig. 2, the cycle slip detection and recovery process includes:
1) Performing linear combination on a double-frequency pseudo-range observation value and a double-frequency carrier phase observation value in original satellite observation data, and calculating MW combined cycle slip detection quantity and GF combined cycle slip detection quantity by using the following steps;
ΔN MW ＝N MW (t)-N MW (t-1)＝ΔN 1 -ΔN 2 (1)
in formula (1), deltaN MW Combined cycle slip detection for MW，N MW (t) MW combined observed quantity for current t epoch, N MW (t-1) is the MW combined observed quantity of t-1 epoch, deltaN 1 、ΔN 2 Zhou Tiaoshu, respectively, are two-band carriers of GNSS satellite, in the formula (2), deltaN GF (t) is GF combined cycle slip detection quantity, L GF (t) the current t epoch GF Combined observance, L GF (t-1) is the GF combined observed quantity of the t-1 epoch, f 1 、f 2 The carrier frequencies of the two frequency bands of the GNSS satellite are respectively,is a double difference ionospheric residual.
2) The turbo edit combined cycle slip threshold was calculated using:
in the formula (3), the amino acid sequence of the compound,average widelane ambiguities of the previous t-1 epoch, the current t epoch and the t+1 epoch, respectively, delta (t-1) being the root mean square of the combined observations of MW of the previous t-1 epoch, delta N in formula (4) GF (t)、ΔN GF (t+1) is the current t epoch and t+1 epoch GF combined cycle slip detection quantity, lambda 1 、λ 2 The carrier wave wavelengths of two frequency bands of the GNSS satellite are respectively;
3) If the current epoch exceeds the cycle slip threshold, calculating a cycle slip value using the following equation:
in the formulas (5), (6) and (7),the average cycle slip difference of n epochs before cycle slip i epoch, L GF 、L" GF GF combined observables, λ, for n epochs before cycle slip i epoch and n epochs before cycle slip, respectively 1 、λ 2 Respectively, GNSS satellite two-frequency carrier wave wavelength, delta N 1 、ΔN 2 Zhou Tiaoshu of two frequency band carriers of the GNSS satellite respectively; 4) The GNSS satellite double-frequency carrier cycle slip value delta N is calculated 1 And DeltaN 2 The back substitution is carried out on the original carrier phase observation data to complete cycle slip recovery processing, so that smooth and continuous satellite navigation data is ensured, the effectiveness of the satellite navigation data is ensured, and the back substitution is carried out by using the following formula:
wherein N is 1 (t)、N 2 (t) carrier phase integer ambiguity N' for each carrier repaired cycle slip of two frequency bands of a t epoch GNSS satellite " 1 (t)、N" 2 (t) integer ambiguity of the initial carrier phase of the two-band carrier of the t epoch GNSS satellite, respectively, deltaN 1 、ΔN 2 Zhou Tiaoshu for the two-band carriers of the t epoch GNSS satellite, respectively.
Specifically, the low-altitude angle satellite rejection processing process comprises the following steps:
referring to fig. 2, firstly, the altitude angle of the observation satellite is calculated, the number of the current observation satellites is judged, when the number of the satellites is greater than 10, the initial satellite cut-off altitude angle is set to 15 degrees and gradually increased, 5 degrees are increased each time, carrier phase residuals are calculated, the end condition is that the satellite cut-off altitude angle reaches 30 degrees or the carrier phase residuals become larger and judged, one condition is met, the satellite cut-off altitude angle is stopped being increased, the satellites with low altitude angles are removed, the reduction of RTK (real time kinematic) calculation accuracy caused by poor satellite tracking effect with low altitude angles is avoided, and the stability of positioning results is improved.
Specifically, in this embodiment, the low data quality satellite rejection processing procedure is as follows: monitoring satellite navigation data of each observation satellite, and monitoring whether a double-frequency pseudo-range observation value and a double-frequency carrier phase observation value are received in each sampling epoch, if continuous epoch data loss occurs and carrier phase residual error becomes large, eliminating the satellite, and not participating in RTK (real time kinematic) calculation; and after the satellite navigation data is recovered, continuing to participate in RTK calculation.
Specifically, the single frequency data satellite rejection processing process comprises the following steps: the method comprises the steps of monitoring original observation data of a satellite in real time, if certain frequency band data of the observation satellite are missing, eliminating the satellite and not participating in RTK (real time kinematic) calculation if the received observation data are single frequency data, avoiding double-frequency RTK calculation by using the single frequency data, ensuring the accuracy and reliability of an RTK calculation result and ensuring the stability of train positioning; and after the satellite recovers the dual-frequency data, continuing to participate in RTK calculation.
Step S2: according to RTK differential data transmitted by a ground base station system in real time, accurate and reliable position information of the train is obtained through calculation and is sent to a train operation control system, wherein satellite correction observation data and RTK differential data form a double-difference observation value, and an RTK calculation process is shown in a reference document [1,2] 。
The method for acquiring the satellite RTK differential data is related to the running position of the train. When the train runs in the line interval, no shielding exists between the train and the base station of the railway wireless communication broadband private network, and RTK differential data can be directly transmitted through the railway wireless communication broadband private network; when the train enters and exits the station, the RTK differential data is transmitted by means of the data transmission station 7 when the railway wireless communication broadband private network signal is blocked.
Specifically, the RTK differential data is generated by the differential reference station 8 of the ground base station system 2, and is transmitted to the base station subsystem 9 of the railway wireless communication broadband private network through wired connection, the base station subsystem 9 processes the RTK differential data, and the wireless communication subsystem 10 transmits the processed RTK differential data; the base station subsystem 9 uploads the RTK differential data to the railway special real-time RTK data cloud 11 at the same time, and the data transmission radio 7 can acquire and send the RTK differential data from the railway special real-time RTK data cloud 11.
Step S3: and transmitting the accurate and reliable position information of the train to other trains running in the interval by adopting Beidou short message transmission.
Example 2
Referring to fig. 3, embodiment 2 of the present invention includes an on-vehicle satellite navigation receiving system 1 and a ground base station system 22 main key systems.
The vehicle-mounted satellite navigation receiving system 1 comprises a satellite data processing module 3, a vehicle-mounted positioning module 4, a communication module 5, a vehicle-mounted antenna module 6 and a data transmission station 7. The communication module 5 is responsible for receiving satellite raw observation data and RTK differential data from the in-vehicle antenna module 6. Carrying out filtering amplification processing on the satellite original observation data and RTK differential data, and respectively inputting the filtered signals into a satellite data processing module 3 and a vehicle-mounted positioning module 4; the satellite data processing module 3 is responsible for carrying out real-time data quality monitoring processing on satellite original observation data, including cycle slip detection and recovery, low-altitude angle satellite rejection, low-data quality satellite rejection and single-frequency data satellite rejection processing, generating satellite correction observation data, and inputting the satellite correction observation data into the vehicle-mounted positioning module 4; the vehicle-mounted positioning module 4 is responsible for receiving satellite correction observation data from the satellite data processing module 3 and RTK differential data of the communication module 5, realizing RTK calculation, obtaining high-precision position information of the train, and sending the high-precision position information to the vehicle-mounted ATP, so that autonomous control of the train is facilitated. The in-vehicle antenna module 6 merges the satellite antenna with the communication antenna, is responsible for receiving the RTK differential data from the wireless communication subsystem 10 and the raw satellite observations from the GNSS system 12 simultaneously, and passes them into the communication module 5. The data transmission radio 7 is responsible for reading RTK differential data from the railway special real-time RTK data cloud and sending the RTK differential data to the vehicle-mounted antenna module 6.
The ground base station system 2 includes a differential reference station 8, a base station subsystem 9, a wireless communication subsystem 10, and a railway-specific real-time RTK data cloud 11. The differential reference station 8 is responsible for observing satellites in real time, receiving original observation data of the satellites and is connected to the base station subsystem 9 through wires; the base station subsystem 9 is responsible for processing satellite original observation data transmitted by the differential reference station 8, calculating RTK differential corrections, generating RTK differential data, transmitting the RTK differential data to the wireless communication subsystem 10, and uploading the RTK differential data to the railway special real-time RTK data cloud 11.
Example 3
Referring to fig. 4, embodiment 3 of the present invention includes an architecture and an operation mode of a vehicle satellite navigation receiving system.
The vehicle-mounted antenna module 6 is responsible for receiving satellite original observation data of the GNSS system 12 in real time, receiving RTK differential data from the wireless communication subsystem 10 and the data transmission radio 7 in real time at an interval and a station respectively, and sending the RTK differential data to the communication module 5; the communication module 5 is responsible for carrying out filtering amplification processing on the satellite original observation data and the RTK differential data, and respectively transmitting the satellite original observation data and the RTK differential data to the satellite data processing module 3 and the vehicle-mounted positioning module 4; the satellite data processing module 3 carries out real-time data quality detection processing on the satellite original observation data to generate satellite correction observation data, and sends the satellite correction observation data to the vehicle-mounted positioning module 4; the vehicle-mounted positioning module 4 is responsible for RTK positioning calculation, corrects and obtains accurate position information of a train, sends the position information of the train to the vehicle-mounted ATP and communication module 5, the vehicle-mounted ATP realizes train control according to the position information of the train, the communication module 5 temporarily stores and encrypts the position information of the train in real time and transmits the information to the vehicle-mounted antenna module 6, and the vehicle-mounted antenna module 6 sends the position information of the current train to other trains in an interval by means of a Beidou short message transmission function in a GNSS system, so that the real-time sharing of the position information of the train is realized.
Example 4
Referring to fig. 5, embodiment 6 of the present invention includes a data transmission architecture diagram of the vehicle antenna module 6 in the method and system of the above embodiment. The vehicle-mounted antenna module 6 comprises a satellite antenna module 13, a short message transmission module 14 and a communication antenna module 15, wherein the satellite antenna module 13 is responsible for receiving satellite original observation data of the GNSS system 12 in real time, the short message transmission module 14 adopts a Beidou short message function and is responsible for sending train A (B) position information to a train B (A), real-time sharing of front and rear train positions is realized, train operation intervals are shortened, and train operation efficiency is improved. The communication antenna module 15 is responsible for receiving the RTK differential data from the wireless communication subsystem 10 and the data transmission station 7, wherein the wireless communication subsystem 10 transmits the RTK differential data through the railway wireless communication broadband private network, and the data transmission station transmits the RTK differential data through the station antenna.
Example 5
The embodiment provides a rail transit vehicle, wherein a vehicle-mounted satellite navigation receiving system is arranged on the vehicle; the vehicle-mounted satellite navigation receiving system is communicated with a vehicle control center; the vehicle control center is configured to implement the steps of the method of embodiment 1 described above.
While preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present application without departing from the spirit or scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims and the equivalents thereof, the present application is intended to cover such modifications and variations.
Reference is made to:
[1] li Jinlong Beidou/GPS multi-frequency real-time precise positioning theory and algorithm [ D ]. The university of Lewy information engineering, 2014.
[2] Zhou Wei the Beidou satellite navigation system precise positioning theory method research and implementation [ D ]. The release force information engineering university, 2013.
Claims (8)
1. The train positioning optimization method is characterized by comprising the following steps of:
s1, correcting original satellite observation data to obtain satellite correction observation data;
s2, calculating to obtain train position information by utilizing satellite correction observation data and RTK differential data transmitted by a ground base station system in real time;
in step S1, the correction process includes: performing cycle slip detection and recovery processing on the satellite correction observation data;
the specific implementation process of the cycle slip detection and recovery processing comprises the following steps:
a) Performing linear combination on the double-frequency pseudo-range observation value and the double-frequency carrier phase observation value in the satellite correction observation data, and calculating MW combined cycle slip detection quantity and GF combined cycle slip detection quantity by using the following steps:
ΔN MW ＝N MW (t)-N MW (t-1)＝ΔN 1 -ΔN 2 ；
wherein DeltaN MW For MW combined cycle slip detection, N MW (t) MW combined observed quantity for current t epoch, N MW (t-1) is the MW combined observed quantity of t-1 epoch, deltaN 1 、ΔN 2 Zhou Tiaoshu and delta N of GNSS satellite two-frequency carrier GF (t) is GF combined cycle slip detection quantity, L GF (t) the current t epoch GF Combined observance, L GF (t-1) is the GF combined observed quantity of the t-1 epoch, f 1 、f 2 The carrier frequencies of the two frequency bands of the GNSS satellite are respectively,is a double difference ionospheric residual;
the turbo edit combined cycle slip threshold was calculated using: wherein (1)>Average widelane ambiguities for t-1 epoch, t epoch and t+1 epoch, respectively, delta (t-1) being root mean square, delta N of combined observations of t-1 epoch MW GF (t)、ΔN GF (t+1) is the current t epoch and t+1 epoch GF combined cycle slip detection quantity, lambda 1 、λ 2 Two frequencies of GNSS satellites respectivelySegment carrier wavelength;
b) If the current t epoch exceeds the cycle slip threshold, calculating a cycle slip value using the following equation:
wherein (1)>The average cycle slip difference of n epochs before cycle slip i epoch, L GF 、L" GF GF combined observables, λ, for n epochs before cycle slip i epoch and n epochs before cycle slip, respectively 1 、λ 2 Respectively, GNSS satellite two-frequency carrier wave wavelength, delta N 1 、ΔN 2 Zhou Tiaoshu of two frequency band carriers of the GNSS satellite respectively;
c) Will delta N 1 And DeltaN 2 And substituting the original carrier phase observation data, completing cycle slip recovery processing, and substituting by using the following formula:
wherein N is 1 (t)、N 2 (t) carrier phase integer ambiguity N for each of the two-band carrier repaired cycle hops of the t epoch GNSS satellite 1 ”(t)、N' 2 't' is the integer ambiguity of the initial carrier phase of the two-band carrier of the t epoch GNSS satellite, delta N 1 、ΔN 2 Zhou Tiaoshu for the two-band carriers of the t epoch GNSS satellite, respectively.
2. The train positioning optimization method according to claim 1, wherein in step S1, the correction process includes a low altitude angle satellite rejection process, and the low altitude angle satellite rejection process includes:
1) Calculating altitude angle of observation satelliteWhere i=1, 2, …, n, n is the number of satellites observed by the vehicle satellite receiver;
2) Initializing satellite cut-off altitudeInitial carrier phase residual delta 0 Adjacent epoch carrier phase residual difference delta; let i=1;
3) When the height is at an angleIs greater than or equal to a first set value, satellite cut-off altitude angle +>If the adjacent epoch carrier phase residual difference delta is smaller than or equal to the second set value in the set interval, if ++>Then the ith satellite is removed, the value of n is reduced by 1, and the satellite cut-off altitude angle is +.>Increasing the set degree, updating the current epoch carrier phase residual delta, and updating the adjacent epoch carrier phase residual difference delta to the current epoch carrier phase residual delta and the initial carrier phase residual delta 0 And the difference between the initial carrier phase residuals delta 0 Updating the current epoch carrier phase residual delta;
4) Adding 1 to the value of i, repeating the step 3) until i is more than n, and outputting a satellite set x after removing satellites * (n)。
3. The train positioning optimization method according to claim 1 or 2, wherein in step S1, the correction process includes a single frequency data satellite rejection process, and the single frequency data satellite rejection process includes: if a certain frequency band of the observation satellite is missing in the satellite correction observation data, the received observation data is single frequency data, and the observation satellite is removed; and after the observation satellite recovers the double-frequency data, continuing to participate in RTK calculation.
4. The train positioning optimization method according to claim 1 or 2, characterized by further comprising:
and S3, transmitting the train position information to other trains running in the section by adopting a Beidou short message transmission mode.
5. The train positioning optimization method according to claim 1, wherein the process of acquiring the RTK differential data includes: when the train runs in a line interval, RTK differential data is directly transmitted through a railway wireless communication broadband private network; when a train enters/exits the station, RTK differential data is transmitted by using a data transmission station.
6. A train positioning optimization system, comprising:
the preprocessing module is used for correcting the original satellite observation data to obtain satellite corrected observation data;
the resolving unit is used for resolving and obtaining train position information by utilizing satellite correction observation data and RTK differential data transmitted by a ground base station system in real time;
the correction process includes: performing cycle slip detection and recovery processing on the satellite correction observation data;
the specific implementation process of the cycle slip detection and recovery processing comprises the following steps:
a) Performing linear combination on the double-frequency pseudo-range observation value and the double-frequency carrier phase observation value in the satellite correction observation data, and calculating MW combined cycle slip detection quantity and GF combined cycle slip detection quantity by using the following steps:
ΔN MW ＝N MW (t)-N MW (t-1)＝ΔN 1 -ΔN 2 ；
wherein DeltaN MW For MW combined cycle slip detection, N MW (t) MW combined observed quantity for current t epoch, N MW (t-1) is the MW combined observed quantity of t-1 epoch, deltaN 1 、ΔN 2 Zhou Tiaoshu and delta N of GNSS satellite two-frequency carrier GF (t) is GF combined cycle slip detection quantity, L GF (t) the current t epoch GF Combined observance, L GF (t-1) is the GF combined observed quantity of the t-1 epoch, f 1 、f 2 The carrier frequencies of the two frequency bands of the GNSS satellite are respectively,is a double difference ionospheric residual;
the turbo edit combined cycle slip threshold was calculated using:
wherein (1)>Average widelane ambiguities for t-1 epoch, t epoch and t+1 epoch, respectively, delta (t-1) being root mean square, delta N of combined observations of t-1 epoch MW GF (t)、ΔN GF (t+1) is the current t epoch and t+1 epoch GF combined cycle slip detection quantity, lambda 1 、λ 2 The carrier wave wavelengths of two frequency bands of the GNSS satellite are respectively;
b) If the current t epoch exceeds the cycle slip threshold, calculating a cycle slip value using the following equation:
wherein (1)>The average cycle slip difference of n epochs before cycle slip i epoch, L GF 、L" GF GF combined observables, λ, for n epochs before cycle slip i epoch and n epochs before cycle slip, respectively 1 、λ 2 Respectively, GNSS satellite two-frequency carrier wave wavelength, delta N 1 、ΔN 2 Zhou Tiaoshu of two frequency band carriers of the GNSS satellite respectively;
c) Will delta N 1 And DeltaN 2 And substituting the original carrier phase observation data, completing cycle slip recovery processing, and substituting by using the following formula:
wherein N is 1 (t)、N 2 (t) carrier phase integer ambiguity N', which are respectively the carrier phase integer ambiguity of the two-band carrier repaired cycle slip of the t epoch GNSS satellite 1 (t)、N″ 2 (t) integer ambiguity of the initial carrier phase of the two-band carrier of the t epoch GNSS satellite, respectively, deltaN 1 、ΔN 2 Zhou Tiaoshu for the two-band carriers of the t epoch GNSS satellite, respectively.
7. The train positioning optimization system according to claim 6 further comprising:
and the transmission module is used for transmitting the train position information to other trains running in the section by adopting a Beidou short message transmission mode.
8. The rail transit vehicle is characterized in that a vehicle-mounted satellite navigation receiving system is arranged on the vehicle; the vehicle-mounted satellite navigation receiving system is communicated with a vehicle control center; the vehicle control center being configured for implementing the steps of the method of one of claims 1 to 5.
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