CN113984091B - Positioning evaluation system, method, equipment and medium for vehicle running - Google Patents
Positioning evaluation system, method, equipment and medium for vehicle running Download PDFInfo
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- G—PHYSICS
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- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
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Abstract
The embodiment of the invention discloses a positioning evaluation system, a method, equipment and a medium for vehicle running. The system comprises: the track system comprises a track auxiliary device, a paved track, a track vehicle and an external evaluation device, wherein at least one positioning sensor is integrated on the track vehicle, and the track path of the paved track is jointly determined by a mark point and a calibration point sent by the track auxiliary device according to a preset planning path. When the rail car runs on the paved rail, corresponding dynamic positioning information is obtained in real time through a positioning sensor integrated on the rail car, and the dynamic positioning information is forwarded to an external evaluation device; and the external evaluation device determines the positioning evaluation result of each positioning sensor integrated on the railway car according to the received comparison result of the dynamic positioning information and the planned path. The method has the advantages that dynamic positioning information of the vehicle is analyzed in the moving process of the rail vehicle, continuous dynamic testing of the running vehicle is realized, and the technical effect of positioning accuracy is improved.
Description
Technical Field
The embodiment of the invention relates to the technical field of automatic driving, in particular to a positioning evaluation system, a method, equipment and a medium for vehicle running.
Background
In the technical field of automatic driving, high-precision positioning is a core technology of automatic driving. The perception, prediction, planning and decision-making of the vehicle during its travel are all dependent on a high accuracy of positioning. Therefore, in order to ensure the safety of the vehicle, it is of great importance to evaluate the positioning accuracy of the vehicle in a real scene.
Generally, when high-precision positioning is performed, a positioning mark method is adopted, a positioning label is set up, a laser range finder is used for carrying out distance calculation on the positioning label, a mathematical relationship is used for calculating a corresponding coordinate to serve as a true value, and an actual value is compared with the true value, so that vehicle positioning precision is evaluated.
When the scheme is used for evaluation, static analysis can be performed only, continuous dynamic test on positioning can not be realized, and the problem of low positioning accuracy exists.
Disclosure of Invention
The embodiment of the invention provides a vehicle running positioning evaluation system, a method, equipment and a medium, which can optimize the existing related implementation scheme of the vehicle running positioning evaluation, and can acquire dynamic data of a rail vehicle in real time when the rail vehicle moves so as to realize continuous dynamic test on the running vehicle and improve positioning accuracy.
In a first aspect, an embodiment of the present invention provides a positioning evaluation system for vehicle running, including:
the system comprises a track auxiliary device, a paved track, a track vehicle and an external evaluation device, wherein at least one positioning sensor is integrated on the track vehicle, and a track path of the paved track is jointly determined by a mark point and a calibration point sent by the track auxiliary device according to a preset planning path; wherein,
when the rail car runs on the paved rail, corresponding dynamic positioning information is obtained in real time through the positioning sensor, and the dynamic positioning information is forwarded to the external evaluation device;
and the external evaluation device determines the positioning evaluation result of each positioning sensor integrated on the railway car according to the received comparison result of the dynamic positioning information and the planned path.
In a second aspect, an embodiment of the present invention provides a positioning evaluation method for vehicle running, where the method is applied to a railcar in a positioning evaluation system for vehicle running provided by the embodiment of the present invention, and includes:
when the rail car is detected to run on the paved rail, corresponding dynamic positioning information is obtained in real time through positioning sensors integrated on the rail car, the dynamic positioning information is forwarded to an external evaluation device, and the external evaluation device determines positioning evaluation results of the positioning sensors integrated on the rail car according to the comparison result of the received dynamic positioning information and a preset planning path of the paved rail;
the track path of the paved track is jointly determined by a mark point and a calibration point sent by the track auxiliary device according to a preset planning path.
In a third aspect, an embodiment of the present invention provides a computer device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor implements a positioning evaluation method for vehicle running as provided in the embodiment of the present invention when the processor executes the computer program.
In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements a positioning evaluation method for vehicle travel as provided by the embodiment of the present invention.
According to the positioning evaluation scheme for vehicle running, provided by the embodiment of the invention, at least one positioning sensor is integrated on the railway vehicle, and the track path of the paved track is jointly determined by the track auxiliary device according to the mark points and the calibration points sent by the preset planning path, so that the error between the paved track and the planning path is reduced, and the technical effect of accurately positioning the paved track is realized. Further, when the rail car runs on the paved rail, corresponding dynamic positioning information is obtained in real time through a positioning sensor integrated on the rail car, and the dynamic positioning information is forwarded to an external evaluation device; and the external evaluation device determines the positioning evaluation result of each positioning sensor integrated on the railway car according to the received comparison result of the dynamic positioning information and the planned path. The method has the advantages that dynamic positioning information of the vehicle is analyzed in the moving process of the rail vehicle, continuous dynamic testing of the running vehicle is realized, and the technical effect of positioning accuracy is improved.
Drawings
Fig. 1 is a schematic structural diagram of a positioning evaluation system for vehicle running according to a first embodiment of the present invention;
fig. 2a is a schematic structural diagram of a positioning evaluation system for vehicle driving according to a second embodiment of the present invention;
FIG. 2b is a schematic diagram of a calibration device and a calibration area according to a second embodiment of the present invention;
fig. 3 is a flow chart of a positioning evaluation method for vehicle driving according to a third embodiment of the present invention;
fig. 4 is a block diagram of a computer device according to a fourth embodiment of the present invention.
Detailed Description
The technical scheme of the invention is further described below by the specific embodiments with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
Before discussing exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although a flowchart depicts steps as a sequential process, many of the steps may be implemented in parallel, concurrently, or with other steps. Furthermore, the order of the steps may be rearranged. The process may be terminated when its operations are completed, but may have additional steps not included in the figures. The processes may correspond to methods, functions, procedures, subroutines, and the like.
Example 1
Fig. 1 is a schematic structural diagram of a vehicle running positioning evaluation system according to an embodiment of the present invention, where the system may be applied to a vehicle running positioning evaluation method. As shown in fig. 1, the system includes: track assist device 10, paved track 20, railcar 30, and external evaluation device 40. At least one positioning sensor 50 is integrated on the rail vehicle 30, and the track path of the laid track 20 is jointly determined by the marking points and calibration points issued by the track auxiliary device 10 according to a preset planned path.
The positioning sensor 50 integrated on the railcar 30 includes, but is not limited to, a vision sensor, a laser radar sensor, a millimeter wave radar sensor, an inertial measurement unit (inertial measurement unit, abbreviated as IMU), a global navigation satellite system (global navigation satellite system, abbreviated as GNSS), etc., and the specific sensor arrangement is not limited herein, based on the actual needs of the researcher.
The planned path can enable researchers to carry out planning and setting in a targeted manner according to different characteristics of the sensors integrated on the railcar 30, so as to determine the length of the straight line and the curve in the current test scene. The current planning path can be set as continuous curve, sharp curve or straight running plus curve running according to the ability of the current sensor to identify the curve or straight line. For example, a relatively longer path may be selected for the IMU inertial measurement unit, supplemented by more curved paths, to achieve a corresponding test objective.
When more than two types of sensors are integrated in the railcar 30, the planned path may simultaneously conform to the characteristics of the more than two types of sensors.
The track aid 10 may be understood as a track aid 10 for reducing errors between a paved track path and a planned path when paving a track according to a preset planned path, for achieving accurate positioning of the paved track 20, and for generally paving the track path by taking the track aid 10.
Alternatively, the track-assist device 10 may be a total station electronic rangefinder (Electronic Total Station, abbreviated MTS) commonly referred to as a total station.
When the total station is used for paving the track path, firstly, a point is selected on a paving field of the planned path and is used as a station for measuring the total station, the altitude instrument and the thermometer of the current paving field are checked, the corresponding air pressure and the corresponding temperature are read and input into the total station, a straight line or a curve of the planned path is marked on the ground of the paving field by the total station according to the preset planned path by using a lofting method in the field, and finally, the track is paved on the straight line or the curve according to the marked point, so that the track path is formed.
In the process of marking the planned path, the number of total stations is not limited to one, and the total stations are particularly determined according to actual requirements.
Optionally, when the track is paved on a straight line or a curve according to the mark points, the paved track can be made of rigid materials and is not easy to deform, so that the paved track path is not easy to move, the error between the track path and the planned path is reduced, and the test value obtained during the test is closer to the true value.
Alternatively, the location of paved track 20 may be selected based on the sensing characteristics of each of the positioning sensors 50 integrated on railcar 30. For example, a global navigation satellite system may choose to block a partial area of a paved area so that it identifies a more sensitive blocked area; areas where light is more sensitive to the vision sensor, such as tree shadow areas, may be selected; the laser radar sensor may be selected from a region with a single characteristic, and the like, and is not particularly limited.
When the railcar 30 runs on the paved track 20, the corresponding dynamic positioning information is acquired in real time through the positioning sensor 50, and the dynamic positioning information is forwarded to the external evaluation device 40. The external evaluation device 40 determines the positioning evaluation result of each positioning sensor 50 integrated on the railcar 30 according to the received comparison result of the dynamic positioning information and the planned path.
The external evaluation device 40 may be integrated with a computer device with storage and processing functions, when the railcar 30 moves on the paved track 20, the positioning sensor 50 integrated on the railcar 30 may acquire corresponding dynamic positioning information in real time, and send the current dynamic positioning information to the external evaluation device 40, and the computer device on the external evaluation device 40 may compare the received dynamic positioning information with the planned path, so as to obtain the positioning evaluation result of each positioning sensor 50 integrated on the railcar 30.
The current positioning evaluation result may be dynamic analysis of the moving railcar 30, and static analysis may be performed when the railcar 30 is stopped at a fixed position. Correspondingly, in the same test, dynamic analysis and static analysis can be performed simultaneously, and the obtained test value is compared with the actual true value of the original planning path for analysis, so that the external compliance assessment result aiming at the positioning evaluation system can be obtained.
The external conformity is to take an externally provided reference value as a comparison standard, and mainly reflects the deviation degree, namely the accuracy, between the measured value and the actual true value. The accuracy of the outer compliance reflects the actual confidence in the positioning results, typically measured in terms of Root Mean Square (RMS) of the error.
Further, a display device may be disposed on the external evaluation device 40, and the external compliance evaluation result is fed back to the developer through the display device, so that the developer can analyze the current evaluation result, thereby realizing high-precision evaluation of the tested positioning sensor.
The embodiment of the invention provides a positioning evaluation system for vehicle running, wherein at least one positioning sensor is integrated on a rail car, and a track path of a paved track is jointly determined by a mark point and a calibration point sent by a track auxiliary device according to a preset planning path, so that errors between the paved track and the planning path are reduced, and the technical effect of accurately positioning the paved track is realized. Further, when the rail car runs on the paved rail, corresponding dynamic positioning information is obtained in real time through a positioning sensor integrated on the rail car, and the dynamic positioning information is forwarded to an external evaluation device; and the external evaluation device determines the positioning evaluation result of each positioning sensor integrated on the railway car according to the received comparison result of the dynamic positioning information and the planned path. The method has the advantages that dynamic positioning information of the vehicle is analyzed in the moving process of the rail vehicle, continuous dynamic testing of the running vehicle is realized, and the technical effect of positioning accuracy is improved.
Example two
The method and the device are further optimized on the basis of the above embodiments, and the track auxiliary device sends out corresponding path marking points on the ground according to a preset planning path before the paved track is paved, so that the paved track is determined according to the path marking points, and the paved track adopts a rigid track; after the paved track is paved, the track auxiliary device sends corresponding calibration points to the track vehicle running on the paved track in real time so as to analyze the dynamic paving errors of the paved track and realize track path adjustment of the paved track according to the dynamic paving errors. The advantage of this arrangement is that corresponding calibration points are issued in real time to the railcar by the track assist device, and the paved track can be calibrated so that the track path is closer to the planned path, so as to reduce the error between the subsequently obtained measured value and the actual true value.
Still optimized still integrate first industrial computer and wireless transmission module on the railcar, integrated wireless receiving module and second industrial computer on the outside evaluation device, wherein: the first industrial personal computer is used for carrying out coordinate conversion on the dynamic positioning information which is obtained by the positioning sensor in real time to obtain corresponding dynamic running coordinates, and sending the dynamic running coordinates to the wireless sending module; the wireless transmitting module forwards the dynamic running coordinates to a wireless receiving module integrated on the external evaluation device, and the wireless receiving module transmits the dynamic running coordinates to the second industrial personal computer; and the second industrial personal computer compares the received dynamic positioning coordinates with the path coordinates of the planned path, and determines the positioning evaluation results of the positioning sensors integrated on the railway car according to the comparison results. The arrangement has the advantages that information obtained from the railway car can be conveniently sent to an external evaluation device, and data analysis is facilitated.
Fig. 2a is a schematic structural diagram of a positioning evaluation system for vehicle driving according to a second embodiment of the present invention, as shown in fig. 2 a.
Before laying the laid track 16, the track auxiliary device 15 sends out corresponding path mark points on the ground according to a preset planned path to determine the laid track 16 according to each path mark point, and the laid track 16 adopts a rigid track. The advantage of this arrangement is that when the railcar 11 moves on the rigid track, the rigid track is not easy to deform or move, so that the track path laid by the rigid track is closer to the planned path, thereby reducing the error between the track path and the planned path, and further, in the subsequent positioning data acquisition stage, the obtained positioning data is closer to the real data corresponding to the planned path.
After laying the laid rail 16, to ensure the accuracy of the laid rail 16, the laid rail 16 may be calibrated in the following specific calibration modes: the track auxiliary device 15 sends corresponding calibration points to the rail car running on the paved track 16 in real time to analyze the dynamic paving errors of the paved track 16 and realize track path adjustment of the paved track 16 according to the dynamic paving errors.
The track auxiliary device 15 is arranged beside the paved track 16, and when the rail car runs on the paved track 16, whether the paved track 16 has dynamic paving errors or not can be judged through the calibration points sent out by the track auxiliary device 15.
Further, the method for analyzing the dynamic paving error of the paved track 16 according to the calibration point and adjusting the track path of the paved track 16 according to the dynamic paving error may be as follows: a calibration device 60 for the paved track 16 can be arranged at the top end of the railway car 11, and a calibration area 61 is arranged on the calibration device 60; if the calibration point sent in real time by the track aid device 15 to the railcar 11 is within the calibration area 61, determining that there is no dynamic laying error on the track section on which the calibration point is located on the already laid track 16; if the calibration point, which is sent in real time by the track aid device 15 to the railcar 11, is not within the calibration area 61, it is determined that there is a dynamic laying error of the track section on which the calibration point is located on the already-laid track 16, and the position adjustment of the track section within the already-laid track 16 is achieved according to the dynamic laying error.
Referring to fig. 2b, the calibration device 60 may be a blank sheet, on which a calibration area 61 is provided, the calibration area 61 may be considered as a range of allowable dynamic laying errors, and the track assist device 15 may continuously send out calibration points, which may be continuous laser points, to the calibration device 60 of the track car 11 while the track 11 is moving on the laid track 16. If the calibration point is within the calibration area 61, then the track section on which the calibration point is located on the paved track 16 is considered to have no dynamic paving error; if the calibration point does not fall within the calibration area 61, then the track section on which the calibration point is located on the paved track 16 is considered to have a dynamic paving error, and a researcher can manually fine-tune the track section on which the calibration point is located, so that the error between the paved track 16 and the planned path is reduced, and the high-precision positioning of the railcar is realized in a subsequent testing stage.
In an alternative embodiment, please continue to refer to fig. 2a, in order to facilitate transmitting the information obtained from the railcar 11 to the external evaluation device 21, so as to facilitate data analysis of research personnel, the railcar is further integrated with a first industrial personal computer 13 and a wireless transmission module 14, and the external evaluation device 21 is integrated with a wireless receiving module 22 and a second industrial personal computer 23, wherein: the first industrial personal computer 13 is configured to perform coordinate transformation on the dynamic positioning information acquired by the positioning sensor 12 in real time, obtain corresponding dynamic running coordinates, and send the dynamic running coordinates to the wireless sending module 14.
With continued reference to fig. 2a, in the process that the railcar 11 moves on the paved track 16, the at least one positioning sensor 12 integrated on the railcar 11 may send the acquired positioning data to the first industrial personal 13, and the first industrial personal 13 may calculate according to the corresponding positioning algorithm to obtain the corresponding dynamic running coordinate.
Alternatively, the positioning data obtained by the positioning sensor 12 may be transmitted to the first industrial personal computer 13 in real time through a wireless interface.
Wherein, different positioning sensors 12 can use different positioning algorithms to calculate, for example, synchronous positioning and mapping (simultaneous localization and mapping, SLAM) algorithm can be adopted for the vision positioning sensor and the radar positioning sensor; strapdown algorithms and the like may be employed for Inertial Measurement Units (IMUs) and Global Navigation Satellite Systems (GNSS), and are not limited in particular herein.
When more than two positioning sensors 12 are integrated on the railcar 11, the first industrial personal computer 13 can calculate the positioning data obtained by different positioning sensors 12 by using a corresponding positioning algorithm and then perform positioning fusion so as to obtain the dynamic running coordinates of the railcar. The wireless transmitting module 14 forwards the dynamic running coordinates to a wireless receiving module 22 integrated on the external evaluating device 21, and the wireless receiving module 22 transmits the dynamic running coordinates to a second industrial personal computer 23.
When positioning fusion is carried out, fusion processing can be carried out on positioning information obtained in different modes through a preset filtering algorithm so as to obtain final high-precision positioning coordinates.
The preset filtering algorithm may be an extended kalman filtering algorithm.
Specifically, the positioning fusion method may be: taking the track curve defined by the planning path stage as a reference line, marking as f (x) =0, and converting dynamic coordinate data obtained during the movement of the currently obtained railcar 11 on the paved track 16 from a Cartesian coordinate system (Cartesian) to a Lev-Lei-in (Frenet) coordinate system, namely converting the original positioning coordinates (x, y) into (s, d). Wherein s is the longitudinal coordinate of the intra-voilet coordinate system, and d is the transverse coordinate of the intra-voilet coordinate system.
Specifically, it can be expressed by the following expression:
in the formula (1), d (t) represents the distance between the locating point (s, d) and the point (x) on the reference line r ，y r ) Normal distance above.
Further, according to different testing purposes of the research personnel, the rail car can be tested in a reciprocating manner at different speeds, so that dynamic running coordinates of each positioning sensor 12 in the positioning evaluation system and the positioning points obtained on the currently paved rail 16 after positioning and fusion are obtained. And the obtained dynamic running coordinates are sent to the wireless receiving module 22 integrated on the external evaluation device 21 through the wireless transmitting module 14 on the railway car 11, and the wireless receiving module 22 transmits the dynamic running coordinates to the second industrial personal computer 23.
Correspondingly, the second industrial personal computer 23 compares the received dynamic positioning coordinates with the path coordinates of the planned path, and determines the positioning evaluation result of each positioning sensor 12 integrated on the railcar 11 according to the comparison result.
In the second industrial personal computer 23, the received dynamic positioning coordinates and the path coordinates of the planned path may be compared in such a way that the expected and variance of different positioning sources are calculated, and a specific calculation formula may be expressed as follows:
μ i ＝E(d) (2)
δ i 2 ＝E[d 2 ]-E[d] 2 (3)
in the above formula, i represents the current positioning coordinate point, mu i Representing the expectation of the current positioning coordinate point compared with the reference coordinates of the planned path, delta i 2 Representing the variance of the current location coordinate point compared to the planned path reference coordinate.
Further, the obtained desired μ for the obtained different positioning coordinate points may be i Variance delta i 2 And evaluating the out-of-positioning compliance.
According to the positioning evaluation system for vehicle running, provided by the embodiment of the invention, after the planned path is paved by using the total station, the paved track 16 is calibrated by using the calibration device, so that the high-precision true value of the evaluation system is ensured. Further, dynamic running coordinates of the rail car are obtained in the moving process of the rail car, the current dynamic positioning coordinates are compared with path coordinates of a planned path, positioning evaluation results of all positioning sensors integrated on the rail car are determined according to the comparison results, dynamic measurement of positioning data is achieved, and the effect of evaluating the positioning dynamic exterior compliance is achieved.
Example III
Fig. 3 is a schematic flow chart of a vehicle running positioning and evaluating method according to an embodiment of the present invention, where the method is suitable for implementing continuous dynamic testing on running vehicles, and the method may be implemented by a railcar in the vehicle running positioning and evaluating system according to the foregoing embodiment, and the vehicle running positioning and evaluating method according to the embodiment includes the following steps:
and S310, when the rail car is detected to run on the paved rail, the corresponding dynamic positioning information is obtained in real time through the positioning sensors integrated on the rail car, the dynamic positioning information is forwarded to an external evaluation device, and the external evaluation device determines the positioning evaluation result of each positioning sensor integrated on the rail car according to the comparison result of the received dynamic positioning information and the preset planning path of the paved rail.
The track path of the paved track is jointly determined by a mark point and a calibration point sent by the track auxiliary device according to a preset planning path.
The track auxiliary device is used for reducing errors between a paved track path and the planned path when the track is paved according to a preset planned path, realizing accurate positioning of the paved track, and generally adopting the track auxiliary device to realize paving of the track path.
Alternatively, the marking points may be launched onto the planned path according to the track assistance device, such that the track path is laid according to the marking points.
Further, the track path laid according to the marking point can be calibrated, and the specific modes can be as follows: the method comprises the steps that calibration equipment of paved tracks can be arranged at the top end of a track car, a calibration area is arranged on the calibration equipment, a track auxiliary device sends corresponding calibration points to the track car running on the paved tracks in real time, and if the calibration points sent to the track car in real time by the track auxiliary device are in the calibration area, it is determined that dynamic paving errors do not exist on a track section where the calibration points are located on the paved tracks; if the calibration point sent to the track car in real time by the track auxiliary device is not in the calibration area, determining that a dynamic paving error exists on a track section where the calibration point is located on the paved track, and adjusting the position of the track section in the paved track according to the dynamic paving error, so that the error between the paved track and the planned path is reduced, and high-precision positioning of the track car is realized in a subsequent test stage.
Alternatively, the track-assist device may be a total station.
When the railway vehicle runs on the paved railway, the railway vehicle can acquire dynamic positioning information corresponding to the positioning sensors and send the current dynamic positioning information to an external evaluation device, computer equipment with storage and processing functions can be integrated on the external evaluation device, and the computer equipment on the external evaluation device can compare the received dynamic positioning information with a planning path, so that positioning evaluation results of all positioning sensors integrated on the railway vehicle are obtained.
The current positioning evaluation result can be dynamic analysis of the moving railcar, and static analysis can be performed when the railcar is stopped at a fixed position. Correspondingly, in the same test, dynamic analysis and static analysis can be performed simultaneously, and the obtained test value is compared with the actual true value of the original planning path for analysis, so that the external compliance assessment result aiming at the positioning evaluation system can be obtained.
According to the positioning evaluation method for vehicle running, provided by the embodiment of the invention, at least one positioning sensor is integrated on the rail car, and the track path of the paved track is jointly determined by the mark points and the calibration points sent by the track auxiliary device according to the preset planning path, so that the error between the paved track and the planning path is reduced, and the technical effect of accurately positioning the paved track is realized. Further, when the rail car runs on the paved rail, corresponding dynamic positioning information is obtained in real time through a positioning sensor integrated on the rail car, and the dynamic positioning information is forwarded to an external evaluation device; and the external evaluation device determines the positioning evaluation result of each positioning sensor integrated on the railway car according to the received comparison result of the dynamic positioning information and the planned path. The method has the advantages that dynamic positioning information of the vehicle is analyzed in the moving process of the rail vehicle, continuous dynamic testing of the running vehicle is realized, and the technical effect of positioning accuracy is improved.
An optional implementation manner, the embodiment of the present invention is further optimized based on the above embodiment, and optimizes the step of acquiring corresponding dynamic positioning information in real time through the positioning sensor integrated on the railcar, where the method includes: if two or more positioning sensors are integrated on the railway vehicle, corresponding initial dynamic positioning data are acquired in real time through each positioning sensor; and carrying out fusion processing on initial dynamic positioning data acquired by each positioning sensor in real time through a preset filtering algorithm to obtain corresponding dynamic positioning information.
The track can be integrated with computer equipment with storage and processing functions, when the number of the positioning sensors integrated on the track car is two or more, the computer equipment on the track car can calculate initial dynamic positioning data obtained by different positioning sensors by using a corresponding positioning algorithm, and then the initial dynamic positioning data acquired by all the positioning sensors in real time are fused by using a preset filtering algorithm, so that the dynamic positioning information of the track car is obtained, and the final high-precision positioning coordinates are obtained.
The preset filtering algorithm may be an extended kalman filtering algorithm.
The vehicle running positioning evaluation method provided by the embodiment of the invention is equivalent to the vehicle running positioning evaluation method provided on the basis of the vehicle running positioning system provided by the embodiment, and has the corresponding function and beneficial effect of executing the system.
Example IV
The embodiment of the invention provides computer equipment, and the computer equipment can integrate the positioning evaluation system for vehicle running provided by the embodiment of the invention. Fig. 4 is a block diagram of a computer device according to an embodiment of the present invention. The computer device 400 may include: the vehicle running positioning evaluation method comprises a memory 401, a processor 402 and a computer program which is stored in the memory 401 and can be run by the processor, wherein the processor 402 realizes the vehicle running positioning evaluation method according to the embodiment of the invention when executing the computer program.
The computer equipment provided by the embodiment of the invention can execute the vehicle running positioning evaluation method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of executing the method.
Example five
The embodiment of the invention also provides a storage medium containing computer executable instructions, which when executed by a computer processor, are used for a positioning evaluation method for vehicle running, the method comprises the following steps:
when the rail car is detected to run on the paved rail, corresponding dynamic positioning information is obtained in real time through positioning sensors integrated on the rail car, the dynamic positioning information is forwarded to an external evaluation device, and the external evaluation device determines positioning evaluation results of the positioning sensors integrated on the rail car according to the comparison result of the received dynamic positioning information and a preset planning path of the paved rail; the track path of the paved track is jointly determined by a mark point and a calibration point sent by the track auxiliary device according to a preset planning path.
Storage media-any of various types of memory devices or storage devices. The term "storage medium" is intended to include: mounting media such as CD-ROM, floppy disk or tape devices; computer system memory or random access memory, such as DRAM, DDRRAM, SRAM, EDORAM, rambus (Rambus) RAM, etc.; nonvolatile memory such as flash memory, magnetic media (e.g., hard disk or optical storage); registers or other similar types of memory elements, etc. The storage medium may also include other types of memory or combinations thereof. In addition, the storage medium may be located in a first computer system in which the program is executed, or may be located in a second, different computer system connected to the first computer system through a network such as the internet. The second computer system may provide program instructions to the first computer for execution. The term "storage medium" may include two or more storage media that may reside in different locations (e.g., in different computer systems connected by a network). The storage medium may store program instructions (e.g., embodied as a computer program) executable by one or more processors.
Of course, the storage medium containing the computer-executable instructions provided in the embodiments of the present invention is not limited to the positioning evaluation operation of the vehicle running as described above, and may also perform the related operations in the positioning evaluation method of the vehicle running provided in any embodiment of the present invention.
The vehicle running positioning evaluation system, the vehicle running positioning evaluation equipment and the storage medium provided by the embodiment of the invention can execute the vehicle running positioning evaluation method provided by any embodiment of the invention, and have the corresponding functional modules and beneficial effects of executing the method. Technical details not described in detail in the above embodiments may be referred to the positioning evaluation method for vehicle running provided in any embodiment of the present invention.
Note that the above is only a preferred embodiment of the present invention and the technical principle applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (10)
1. A positioning evaluation system for vehicle travel, comprising: the system comprises a track auxiliary device, a paved track, a track vehicle and an external evaluation device, wherein at least one positioning sensor is integrated on the track vehicle, and a track path of the paved track is jointly determined by a mark point and a calibration point sent by the track auxiliary device according to a preset planning path; wherein,
when the rail car runs on the paved rail, corresponding dynamic positioning information is obtained in real time through the positioning sensor, and the dynamic positioning information is forwarded to the external evaluation device;
the external evaluation device determines the positioning evaluation result of each positioning sensor integrated on the railway car according to the received comparison result of the dynamic positioning information and the planned path;
the planned path is planned and set by the characteristics of the positioning sensor; setting a corresponding planning path according to the capability of the positioning sensor for identifying curves or straight lines, wherein the planning path simultaneously accords with at least one characteristic of the positioning sensor;
before the paved tracks are paved, the track auxiliary device sends out corresponding path marking points on the ground according to a preset planning path so as to determine the paved tracks according to the path marking points; after the paved track is paved, the track auxiliary device sends corresponding calibration points to the track vehicle running on the paved track in real time so as to analyze the dynamic paving errors of the paved track and realize track path adjustment of the paved track according to the dynamic paving errors.
2. The system of claim 1, wherein the paved track is a rigid track.
3. The system of claim 2, wherein the railcar top end is provided with a calibration device for the paved track, the calibration device having a calibration area thereon;
if the calibration point sent to the railway vehicle in real time by the railway auxiliary device is in the calibration area, determining that a railway section where the calibration point is positioned on the paved railway does not have dynamic paving errors;
and if the calibration point sent to the railway vehicle in real time by the railway auxiliary device is in the calibration area, determining that a dynamic paving error exists in a railway section where the calibration point is positioned on the paved railway, and adjusting the position of the railway section in the paved railway according to the dynamic paving error.
4. The system of claim 1, wherein a deployment site of the paved track is selected based on sensing characteristics of each of the positioning sensors integrated on the railcar.
5. The system of claim 1, wherein the railcar further has a first industrial personal computer and a wireless transmission module integrated thereon, and the external evaluation device has a wireless reception module and a second industrial personal computer integrated thereon, wherein:
the first industrial personal computer is used for carrying out coordinate conversion on the dynamic positioning information which is obtained by the positioning sensor in real time to obtain corresponding dynamic running coordinates, and sending the dynamic running coordinates to the wireless sending module;
the wireless transmitting module forwards the dynamic running coordinates to a wireless receiving module integrated on the external evaluation device, and the wireless receiving module transmits the dynamic running coordinates to the second industrial personal computer;
and the second industrial personal computer compares the received dynamic positioning coordinates with the path coordinates of the planned path, and determines the positioning evaluation results of the positioning sensors integrated on the railway car according to the comparison results.
6. The system of claim 1, wherein the rail assist device is a total station.
7. A positioning evaluation method for vehicle running, which is applied to a rail car in the positioning evaluation system for vehicle running according to any one of claims 1 to 6, comprising:
when the rail car is detected to run on the paved rail, corresponding dynamic positioning information is obtained in real time through positioning sensors integrated on the rail car, the dynamic positioning information is forwarded to an external evaluation device, and the external evaluation device determines positioning evaluation results of the positioning sensors integrated on the rail car according to the comparison result of the received dynamic positioning information and a preset planning path of the paved rail;
the track path of the paved track is jointly determined by a mark point and a calibration point sent by the track auxiliary device according to a preset planning path;
the planned path is planned and set by the characteristics of the positioning sensor; setting a corresponding planning path according to the capability of the positioning sensor for identifying curves or straight lines, wherein the planning path simultaneously accords with at least one characteristic of the positioning sensor;
before the paved tracks are paved, the track auxiliary device sends out corresponding path marking points on the ground according to a preset planning path so as to determine the paved tracks according to the path marking points; after the paved track is paved, the track auxiliary device sends corresponding calibration points to the track vehicle running on the paved track in real time so as to analyze the dynamic paving errors of the paved track and realize track path adjustment of the paved track according to the dynamic paving errors.
8. The method of claim 7, wherein the acquiring corresponding dynamic positioning information in real time via the positioning sensor integrated on the railcar comprises:
if two or more positioning sensors are integrated on the railway vehicle, corresponding initial dynamic positioning data are acquired in real time through each positioning sensor;
and carrying out fusion processing on the initial dynamic positioning data acquired by each positioning sensor in real time through a preset filtering algorithm to obtain corresponding dynamic positioning information.
9. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the positioning evaluation method of vehicle travel according to claim 7 or 8 when executing the computer program.
10. A computer-readable storage medium having stored thereon a computer program, characterized in that the program, when executed by a processor, implements the positioning evaluation method of vehicle travel according to claim 7 or 8.
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| EP1075996A1 (en) * | 1999-07-13 | 2001-02-14 | Tiefenbach GmbH | Vehicles locating method on railway tracks and railway vehicle therefor |
| CN109506677A (en) * | 2018-12-28 | 2019-03-22 | 上海司南卫星导航技术股份有限公司 | High precision measurement based on small rail car verifies system and method |
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