CN116902042B - Positioning method, system and train - Google Patents
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- CN116902042B CN116902042B CN202311168690.7A CN202311168690A CN116902042B CN 116902042 B CN116902042 B CN 116902042B CN 202311168690 A CN202311168690 A CN 202311168690A CN 116902042 B CN116902042 B CN 116902042B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
Abstract
The present disclosure relates to a positioning method, system and train, the train having a plurality of positioning devices, the method comprising: acquiring a plurality of positioning data acquired by a plurality of positioning devices; voting is carried out according to the plurality of positioning data, and a voting result is obtained; and determining the position information of the train according to the voting result. The plurality of positioning data of the plurality of positioning devices deployed on the train can be obtained simultaneously, the problem of inaccurate train position caused by error of the train positioning data when a single positioning structure of the train fails can be solved, meanwhile, the reliability of positioning can be ensured compared with the independent judgment of two positioning structures through voting of the plurality of positioning data, and the driving safety of the train is ensured.
Description
Technical Field
The disclosure relates to the field of trains for rail transit, in particular to a positioning method, a positioning system and a train.
Background
In the existing rail transit technology, the positioning of a train is generally realized by adopting a mode of mutual communication positioning of a positioning subsystem arranged on the train and a transponder arranged below a track, and the realization principle of the mode is that when the train approaches the transponder, the positioning subsystem on the train receives response information sent by the transponder to perform positioning, and once a single positioning structure fails, the position information of the train is wrong, driving is influenced, and traffic accidents are caused.
Disclosure of Invention
The purpose of the present disclosure is to provide a positioning method, a system and a train, which are used for solving the problem in the prior art that when a single positioning structure of the train fails, the position information of the train is not prepared, so that the safe operation of the train is affected.
To achieve the above object, a first aspect of embodiments of the present disclosure provides a positioning method applied to a train in rail transit, the train being provided with a plurality of positioning devices, the method including:
acquiring a plurality of positioning data acquired by the plurality of positioning devices;
voting is carried out according to the plurality of positioning data, and a voting result is obtained;
and determining the position information of the train according to the voting result.
Optionally, a plurality of positioning devices are arranged at both ends of the train; the acquiring a plurality of positioning data acquired by a plurality of positioning devices includes:
acquiring a plurality of positioning data acquired by a plurality of positioning devices of an activation end; the activation end is one end serving as a locomotive in two ends of the train.
Optionally, the acquiring the plurality of positioning data acquired by the plurality of positioning devices of the activation end includes:
performing data fusion on each positioning data to generate fusion positioning data so as to obtain a plurality of fusion positioning data corresponding to the plurality of positioning data, wherein the fusion positioning data is used as a plurality of fusion positioning data of the activation end;
Voting is carried out according to the plurality of positioning data, and a voting result is obtained, wherein the voting result comprises the following steps:
voting is carried out according to the plurality of fusion positioning data of the activation end, and a voting result is obtained.
Optionally, the voting according to the plurality of fused positioning data of the activation end, to obtain a voting result, includes:
voting is carried out according to the plurality of fusion positioning data of the activation end, and a voting result is obtained, wherein the voting result comprises passing voting or failing voting;
when the voting result is that the voting is not passed, at least one positioning data acquired by at least one positioning device of an opposite end is acquired, wherein the opposite end is one end serving as a train tail in two ends of the train;
performing data fusion on each piece of positioning data in the at least one piece of positioning data of the opposite terminal to generate fused positioning data, and obtaining at least one piece of fused positioning data corresponding to the at least one piece of positioning data of the opposite terminal;
and voting is carried out again according to the plurality of fusion positioning data of the active end and the at least one fusion positioning data of the opposite end, so that a voting result of voting again is obtained.
Optionally, the train further includes a speed sensor, and determining the location information of the train according to the voting result includes:
Position information of the train is determined based on the voting result and the accumulated travel distance of the speed sensor.
Optionally, each positioning device is: one or more of a GNSS sensor, an inertial sensor, and a lidar, the acquiring a plurality of positioning data acquired by a plurality of positioning devices, comprising:
for each positioning device, acquiring position data acquired by the GNSS sensor, pose data acquired by the inertial sensor and/or point cloud data acquired by the laser radar;
performing time synchronization on the position data, the pose data and/or the point cloud data;
performing filtering processing on the position data, the pose data and/or the point cloud data after time synchronization, wherein the filtering processing comprises the following steps: extracting at least one of a region of interest, invalid point filtering and downsampling;
and taking the position data, the pose data and/or the point cloud data after the filtering processing as positioning data acquired by the positioning equipment.
Optionally, the performing data fusion on each positioning data to generate fused positioning data, so as to obtain a plurality of fused positioning data corresponding to the plurality of positioning data, including:
And carrying out data fusion on each positioning data in the plurality of positioning data by using a Kalman filtering algorithm to obtain a plurality of fusion positioning data corresponding to the plurality of positioning data.
Optionally, the performing data fusion on each positioning data in the plurality of positioning data by using a kalman filtering algorithm to obtain a plurality of fused positioning data corresponding to the plurality of positioning data includes:
carrying out data fusion on each positioning data in the plurality of positioning data by using a Kalman filtering algorithm to obtain a fusion result of each positioning data, wherein the fusion result comprises a first coordinate position based on a geocentric coordinate system;
determining an area coordinate system of an area where the train is currently located;
and converting the first coordinate position into a second coordinate position in the regional coordinate system according to the coordinate system conversion parameters between the geocentric coordinate system and the regional coordinate system, and using the second coordinate position as fusion positioning data corresponding to the positioning data.
Optionally, the voting includes:
consistency comparison is carried out on a plurality of positioning data participating in voting;
when at least two positioning data in the plurality of positioning data participating in voting pass through consistency comparison, determining that the at least two positioning data pass through voting, and obtaining the positioning data passing through voting according to the at least two positioning data;
And when any two positioning data in the plurality of positioning data participating in voting do not pass the consistency comparison, determining that the plurality of positioning data participating in voting do not pass the voting.
Optionally, the determining the location information of the train based on the voting result and the accumulated running distance of the speed sensor includes:
determining a positioning deviation in unit time according to the position difference in unit time and the accumulated running distance of the speed sensor; the position difference is the position difference between the position data through voting and the position information of the train acquired last time;
when the positioning deviation is in a preset deviation range, taking the voted positioning data as the position information of the train;
and when the positioning deviation exceeds the deviation range, determining the position information of the train according to the accumulated running distance of the speed sensor.
In a second aspect of embodiments of the present disclosure, there is provided a positioning system comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method of any of the second aspects of the present disclosure.
A third aspect of an embodiment of the present disclosure provides a train, including a plurality of positioning devices disposed at two ends and the positioning system according to the second aspect.
Through the technical scheme, a plurality of positioning data acquired by a plurality of positioning devices are acquired; voting is carried out according to the plurality of positioning data, and a voting result is obtained; and determining the position information of the train according to the voting result. According to the technical scheme, the plurality of positioning data of the plurality of positioning devices deployed on the train can be obtained simultaneously, the problem of inaccurate train position caused by error of the train positioning data when a single positioning structure of the train fails can be solved, meanwhile, the reliability of positioning can be ensured compared with the independent judgment of two positioning structures through voting of the plurality of positioning data, and therefore the driving safety of the train is ensured.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
Fig. 1 is a flow chart illustrating a positioning method according to an exemplary embodiment.
Fig. 2 is a flow chart illustrating another positioning method according to an exemplary embodiment.
Fig. 3 is a flow chart illustrating another positioning method according to an exemplary embodiment.
Fig. 4 is a flow chart illustrating another positioning method according to an exemplary embodiment.
Fig. 5 is a flow chart illustrating another positioning method according to an exemplary embodiment.
Fig. 6 is a flow chart illustrating another positioning method according to an exemplary embodiment.
Fig. 7a is a schematic diagram of a positioning system according to an exemplary embodiment.
Fig. 7b is a schematic diagram of another positioning system according to an exemplary embodiment.
Fig. 8 is a schematic diagram of another positioning system according to an exemplary embodiment.
Fig. 9 is a schematic diagram of another positioning system according to an exemplary embodiment.
Fig. 10 is a block diagram schematic of a train shown in accordance with an exemplary embodiment.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
It should be noted that, all actions for acquiring signals, information or data in the present disclosure are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.
Fig. 1 is a flowchart of a positioning method according to an exemplary embodiment, as shown in fig. 1, applied to a train in rail transit, the train being provided with a plurality of positioning devices, comprising the steps of:
in step S11, a plurality of positioning data acquired by a plurality of positioning devices are acquired.
In step S12, voting is performed according to the plurality of positioning data, and a voting result is obtained.
It will be appreciated that since the types and numbers of location sensors included in each location device may be the same, the location data collected by each location device should have a certain consistency, and that by voting on the plurality of location data, it may be determined whether the location data is accurate by analyzing the consistency of the plurality of location data.
In step S13, the position information of the train is determined based on the voting result.
For example, the voting result may include a pass vote, or a fail vote, if the voting result is a pass vote, the voting result may include location data of the pass vote, and if the voting result is a pass vote, the location data of the pass vote may be used as final location information of the train. Or if the voting result is not passed, the positioning data of the time is not credible, and the train takes protective measures to ensure the running safety of the train.
Optionally, in an implementation manner, in a case where a plurality of positioning devices are disposed at two ends of the train, the acquiring the plurality of positioning data acquired by the plurality of positioning devices in step S12 may include acquiring the plurality of positioning data acquired by the plurality of positioning devices at an active end of the train, where the active end refers to an end of the two ends of the train that is currently used as a locomotive. It can be understood that, in general, the headstock and the tailstock of the train are both provided with a master control device, and the master control device is used as the "brain" of the train and can be used for controlling the train, so that the master control device for activating which end can be selected from the two ends of the train according to the direction in which the train needs to travel, and one end of the master control device is activated as the headstock, so that the end currently serving as the headstock can be called as the activation end.
Optionally, in another implementation manner, acquiring the plurality of positioning data acquired by the plurality of positioning devices at the train activation end may include performing data fusion on each positioning data to generate fused positioning data, so as to obtain a plurality of fused positioning data corresponding to the plurality of positioning data, which are used as the plurality of fused positioning data at the activation end.
For example, each positioning device may be a plurality of different positioning sensors, and each positioning device is used for collecting different data, such as a position (longitude and latitude) of a train, a pose, and the like. The types and the number of the positioning sensors contained in each positioning device can be the same, so that the plurality of positioning devices can collect a plurality of positioning data of the same type, then fusion processing is carried out on each positioning data, fusion positioning data corresponding to each positioning data are generated, namely, each positioning data corresponds to one fusion positioning data, a plurality of fusion positioning data corresponding to the plurality of positioning data are obtained, and the plurality of fusion positioning data are used as a plurality of fusion positioning data of the activation end.
Optionally, in another implementation, voting according to the plurality of positioning data in step S13 to obtain a voting result may include: voting is carried out according to the plurality of fusion positioning data of the activation end, and a voting result is obtained.
For example, the plurality of positioning data collected by the plurality of groups of sensors have certain consistency, so that the plurality of fusion positioning data generated based on the plurality of positioning data also have certain consistency, based on the principle, after the plurality of fusion positioning data corresponding to the plurality of positioning data of the activation end are obtained, the plurality of fusion positioning data can be voted, and whether the fusion positioning data is accurate or not can be determined by analyzing the consistency of the plurality of fusion positioning data.
Through the technical scheme, a plurality of positioning data acquired by a plurality of positioning devices are acquired; voting is carried out according to the plurality of positioning data, and a voting result is obtained; and determining the position information of the train according to the voting result. According to the technical scheme, the plurality of positioning data of the plurality of positioning devices deployed on the train can be obtained simultaneously, the problem of inaccurate train position caused by error of the train positioning data when a single positioning structure of the train fails can be solved, meanwhile, the reliability of positioning can be ensured compared with the independent judgment of two positioning structures through voting of the plurality of positioning data, and therefore the driving safety of the train is ensured.
In one implementation, fig. 2 is a flowchart of another positioning method according to an exemplary embodiment, and as shown in fig. 2, voting is performed according to a plurality of fused positioning data of an activation end as described in the embodiment of fig. 1, to obtain a voting result, which may include the following steps:
in step S131, voting is performed according to the plurality of fused positioning data of the active end, so as to obtain a voting result, where the voting result includes passing voting or failing voting.
In step S132, when the voting result is that the voting is not passed, at least one positioning data collected by at least one positioning device of the opposite end is obtained, and the opposite end is one end serving as a tail of the train.
In step S133, data fusion is performed on each positioning data in the at least one positioning data to generate fused positioning data, so as to obtain at least one fused positioning data corresponding to the at least one positioning data of the opposite end.
In step S134, voting is performed again according to the plurality of fusion positioning data of the active end and the at least one fusion positioning data of the opposite end, so as to obtain a voting result of voting again.
In one implementation, selecting the plurality of fused positioning data of the active end for voting may be selecting at least two of the plurality of fused positioning data of the active end for voting, and when the at least two fused positioning data of the active end vote passes, obtaining a result of the voting;
When at least two pieces of fusion positioning data of the activated end do not pass voting, at least one piece of positioning data collected by at least one piece of positioning equipment can be selected at the opposite end, and at least one piece of fusion positioning data is generated by data fusion, so that at least one piece of fusion positioning data of the other end is obtained; voting again with the at least one piece of fused positioning data at the other end according to the at least two pieces of fused positioning data at the active end to obtain a voting result again; for example, the re-voting can be that any one data of the active end and one data of the opposite end are voted pairwise, at least two pieces of fusion positioning data of the active end are assumed to comprise A and B, the at least one piece of fusion positioning data of the other end comprises C, when the A and the C vote pass or the B and the C vote pass, the voting result is considered to pass, the positioning data passing the voting is obtained, otherwise, when the A and the C vote fails and the B and the C vote fails, the vote is considered to fail, the positioning data of the time is determined to be unreliable, and the train needs to take protective measures.
Optionally, the train further includes a speed sensor, and determining the position information of the train according to the voting result in step S13 may include the following steps:
Based on the voting result and the accumulated travel distance of the speed sensor, position information of the train is determined.
For example, if the voting result is a passing vote, the accuracy of the passing voted positioning data may be determined based on the accumulated running distance of the speed sensor, thereby determining whether to use the passing voted positioning data as final position information of the train. Or if the voting result is not passing voting, the final position information of the train can be determined according to the data of the speed sensor, if the position information is not obtained by the train all the time, and when the train positioning error exceeds a preset threshold value, the lost positioning is adopted for system protection.
Alternatively, in one embodiment, each positioning device described above may be: FIG. 3 is a flow chart of another positioning method according to an exemplary embodiment, as shown in FIG. 3, of one or more of the GNSS sensor, the inertial sensor and the lidar, wherein the step S11 of acquiring a plurality of positioning data acquired by a plurality of positioning devices may include the steps of:
in step S111, for each positioning device, position data acquired by a GNSS sensor, and/or pose data acquired by an inertial sensor, and/or point cloud data acquired by a lidar are acquired.
The GNSS (Global Navigation Satellite System global navigation satellite system) sensor includes but is not limited to a sensor based on a beidou satellite navigation system (Beidou Navigation Satellite System, BDS), a global positioning system (Global Positioning System, GPS), a gnomonas satellite navigation system (Global Navigation Satellite System, GLONASS) or a galileo satellite navigation system (Galileo Satellite Navigation System), alternatively, the GNSS sensor may be a sensor including an RTK (Real-Time Kinematic Real-Time dynamic differential positioning technology) function, the GNSS may provide global all-weather positioning and timing information, and in combination with the RTK technology, the GNSS sensor may be used to correct some error data received in GNSS positioning, so that positioning accuracy reaches cm level, thereby improving positioning accuracy and reliability. An inertial sensor is a sensor that primarily detects and measures acceleration, tilt, shock, vibration, rotation, and multiple degree of freedom motion, and typically includes an accelerometer and an angular rate sensor. LiDAR (Light Detection and Ranging), laser detection and ranging) is also called Laser Radar or LADAR (Laser Detection and Ranging), that is, a Laser Radar, which is an active remote sensing device using a Laser as a transmitting light source and adopting a photoelectric detection technology means.
For example, the position data collected by the RTK-based GNSS sensor may be latitude and longitude, the pose data collected by the inertial sensor (Inertia Measurement Unit, IMU) may include continuous three-dimensional orientation (pose information) and three-dimensional positioning (position and velocity), and the point cloud data collected by the lidar may include complete three-dimensional information such as distance, azimuth, altitude, velocity, pose, even shape, etc. of the detected target.
With each positioning device: the GNSS sensor, the inertial sensor and the lidar are exemplified, and position (latitude and longitude), pose and point cloud data can be obtained from each positioning device. Through the fusion positioning of the GNSS sensor, the IMU sensor and the laser radar, each sensor can make up the problem of inaccurate positioning of other sensors under the limit conditions, the positioning can be performed to the greatest extent under various limit conditions, and the positioning can be ensured under the condition that any single sensor fails.
In step S112, the position data, and/or the pose data, and/or the point cloud data are time-synchronized.
For example, since the sensors operate according to their own time references and the sampling frequencies are different, the sampled data may be asynchronous in time, so that the sensors need to be time-synchronized, so that the position data, the pose data, and the point cloud data in step S111 are unified under the same time stamp.
In one implementation, the GNSS sensor, the inertial sensor, and the lidar may be provided with a same reference time by a preset unique clock source, where each sensor calibrates its own clock time according to the reference time, and the unique clock source may be a clock source of the GNSS, and uses the GNSS time as the reference time, for example, a clock synchronization protocol of PTP (Precision Time Protocol) or gPTP (Generalized Precision Time Protocol) is used to complete time synchronization between the sensors, where the synchronization manner is called a hard synchronization manner of time synchronization.
Alternatively, in another implementation, the time stamp may be used to perform matching between different sensors, where the above sensor data is generally unified into sensor data with a longer period (less frequent), so that each sampling time of each sensor is recorded on a unified time sequence, and when the sensor with a longer period completes sampling once, other sensor data closest to the time is found, so that data matching between multiple sensors is completed, and the above synchronization is called a soft synchronization of time synchronization.
In step S113, the time-synchronized position data, and/or pose data, and/or point cloud data is subjected to a filtering process, where the filtering process includes: at least one of a region of interest, null point filtering, and downsampling process is extracted.
Taking point cloud data as an example, some noise is inevitably generated due to the influence of environmental factors, equipment self precision and the like when the point cloud data is acquired, so that in one implementation mode, specific data can be extracted through a pass filter and a conditional filter to obtain a region of interest; in another implementation, noise points and invalid data in the point cloud data can be smoothed and discrete or invalid point processing can be removed; alternatively, in another implementation, the point cloud data may be downsampled to reduce the amount of data in consideration of timeliness and the amount of data in using the data. One or more of the above-described filtering methods may be selected, and the above-described filtering methods are also merely exemplary, and other filtering methods may be considered for filtering the time-synchronized position data, pose data, and/or point cloud data.
In step S114, the position data, and/or pose data, and/or point cloud data after the filtering process are used as one positioning data collected by the positioning device.
For example, the data after the filtering processing can be better subjected to high-order application such as feature extraction or reconstruction, the data is used as positioning data acquired by the positioning equipment, and the obtained position information of the train can be more accurate based on the data after the filtering processing.
The following describes a method for performing data fusion on each positioning data to generate fused positioning data to obtain a plurality of fused positioning data corresponding to a plurality of positioning data in the embodiment of fig. 1, which may include:
and carrying out data fusion on each positioning data in the plurality of positioning data by using a Kalman filtering algorithm to obtain a plurality of fusion positioning data corresponding to the plurality of positioning data.
For example, the pose data collected by the inertial sensor may include position information, velocity information and pose information, and the pose data collected by the inertial sensor (IMU) may be used as a predicted value by using a kalman (kalman) filtering algorithm, the position data collected by the GNSS sensor may be used as an observed value, and error values of the position information, the velocity information and the pose information may be used as state quantities of the kalman filtering algorithm, and the predicted value may be repeatedly corrected by using the observed value, and the optimal value may be approximated by repeated iteration, so that when the kalman filtering algorithm iterates to a certain extent (for example, the error values satisfy convergence conditions), the accurate pose information, the velocity information and the position information may be obtained. At least the position information may be used as the above-mentioned fused positioning data, and optionally, the posture information, the speed information and the position information obtained by the kalman filtering algorithm may be used together as the fused positioning data. Each positioning data can be fused by the method to obtain a corresponding fused positioning data.
Fig. 4 is a flowchart of another positioning method according to an exemplary embodiment, as shown in fig. 4, the above-mentioned performing data fusion on each positioning data in the plurality of positioning data by using a kalman filtering algorithm to obtain a plurality of fused positioning data corresponding to the plurality of positioning data may include the following steps:
in step S1211, data fusion is performed on each of the plurality of positioning data by using a kalman filtering algorithm, so as to obtain a fusion result of each positioning data, where the fusion result includes a first coordinate position based on the geocentric coordinate system.
For example, the fusion result obtained by performing data fusion on any one positioning data through the kalman filtering algorithm is a coordinate position based on a geocentric coordinate system. Since in rail traffic, a local coordinate system is usually established in different areas. Therefore, the coordinate position of the fusion result based on the geocentric coordinate system can be converted into the area coordinate system of the area where the train is currently located.
In step S1212, an area coordinate system of the area in which the train is currently located is determined.
In step S1213, the first coordinate position is converted into a second coordinate position within the region coordinate system as the fused positioning data corresponding to the one positioning data, based on the coordinate system conversion parameter between the geocentric coordinate system and the region coordinate system.
The geocentric coordinate system may be WGS84 coordinate system, which is a coordinate system established by taking a reference ellipsoid as a reference plane. The area coordinate system of the area where the train is currently located is the local coordinate system of the area where the train is located, and is obtained by projecting from a reference ellipsoid according to a certain projection method.
For example, the local coordinate system of the area where the train is located may be determined based on a reference center coordinate system, where the reference center coordinate system is a geocentric coordinate system based on the geometric center of the reference ellipsoid, such as the Beijing 54 coordinate system, and the Xiyan 80 coordinate system; in one implementation, assuming that the local coordinate system of the area where the train is currently located is established based on the Beijing 54 coordinate system, the first coordinate location based on the WGS84 may be converted to the second coordinate location of the local coordinate system with the Beijing 54 coordinate system as the transition coordinate system.
Alternatively, if the first coordinate based on the geodetic coordinate system WGS84 has been acquired at the place a, the first converted coordinate is obtained by presetting a projection parameter (projection mode or projection parameter, etc.), using a three-parameter method, which is a coordinate in the beijing 54 coordinate system, wherein the three-parameter method is to determine three parameters by one known point, the three parameters include 3 translation factors (Δx, Δy, Δz), the seven-parameter method is to determine seven parameters by three known points, the seven parameters include 3 translation factors (Δx, Δy, Δz), 3 rotation factors (X rotation, Y rotation, Z rotation), one scale factor (scale change k); then, four parameters can be adopted according to the first conversion coordinate to obtain a second conversion coordinate, wherein the second conversion coordinate is a second coordinate corresponding to the first coordinate in a local coordinate system, and the four parameters comprise: 2 translation factors (Δx, Δy), rotation angle T, a scaling factor (scale change k).
FIG. 5 is a flow chart of another positioning method according to an exemplary embodiment, as shown in FIG. 5, for voting as described above in the FIG. 1 embodiment or the FIG. 2 embodiment, which may include the steps of:
in step S135, a consistency comparison is made of the plurality of positioning data participating in the voting.
In step S136, when at least two positioning data among the plurality of positioning data participating in the voting pass the consistency comparison, determining that the at least two positioning data pass the voting, and obtaining the positioning data passing the voting according to the at least two positioning data.
In step S137, when any two of the plurality of pieces of positioning data participating in voting do not pass the coincidence comparison, it is determined that the plurality of pieces of positioning data participating in voting do not pass the voting.
The above-mentioned positioning data participating in voting may be, for example, a plurality of positioning data of the active end or may be at least one positioning data of the opposite end, and it may be understood that the above-mentioned method for voting may be applicable to performing first voting or may be applicable to performing second voting, or may be applicable to performing any one of more votes; the plurality of positioning data obtained in step S11 and/or the at least one positioning data of the opposite end obtained in step S132 may not be identical, in one implementation, the plurality of positioning data of the active end may be selected to participate in voting, at least any two sets of the plurality of positioning data of the active end are subjected to consistency comparison, when they are both within a certain threshold range, the voting is considered to pass, the voting is obtained by taking an average value after passing, and when any one set or both sets exceed the threshold range, the table is considered to never pass, and at the moment, the two positioning data participating in voting do not pass the voting. After the voting is passed, the average value of the two positioning data can be taken as the positioning data passing the voting; in another implementation, multiple pieces of positioning data of the active end and at least one piece of positioning data of the opposite end can be selected to participate in voting, and consistency comparison is performed, so that voting is performed again.
Alternatively, the number of sets of positioning data selected when voting may be more than two. In addition, when the number of groups of the positioning device is large, a plurality of decisions may be made. For example, assuming that the positioning system includes 4 positioning devices, the 4 positioning devices may collect 4 positioning data, so that after passing the data, 4 positioning data may be obtained. When the decision is made, two positioning data can be selected to perform the voting, if the voting result of the two positioning data is not passed, another positioning data can be added, the two-to-two voting is performed through three positioning data, and the two-to-two voting results are combined to finally determine whether the voting is passed. Alternatively, in another implementation manner, the above 4 pieces of positioning data may be selected to vote, for example, 4 pieces of positioning data may be represented as positioning data A, B, C and D, two-by-two voting may be performed on positioning data a-D, that is, two-by-two voting may be performed on positioning data AB, AC, AD, BC, BD, CD, when all of the combinations of the above two votes pass voting, the above 4 pieces of positioning data are considered to pass voting, an average value may be obtained according to the 4 pieces of positioning data as the positioning data passing voting, or a voting policy may be set such that most of the combinations of the above two votes pass voting, for example, when more than 70% of the combinations pass voting, it is determined that passing voting. It will be appreciated that the above strategy of determining whether to vote is exemplary, and may be set according to the accuracy of positioning data in an actual scenario, which is not limited in this disclosure.
FIG. 6 is a flow chart of another positioning method according to an exemplary embodiment, as shown in FIG. 6, for determining location information of a train based on the voting results and the accumulated travel distance of the speed sensor, as described above, may include the steps of:
in step S141, determining a positioning deviation in a unit time according to the position difference in the unit time and the accumulated running distance of the speed sensor; the position difference is a position difference between the position data by voting and the position information of the train acquired last time.
In step S142, when the positioning deviation is within the preset deviation range, the positioning data passing the voting is used as the position information of the current train.
In step S143, when the positioning deviation exceeds the deviation range, the position information of the current train is determined from the accumulated running distance of the speed sensor.
For example, the position information of the last acquired train, that is, the position information of the train obtained by last performing the steps S11 to S14 is historic, and the difference between the position information of the train obtained by last performing the steps S11 to S14 and the position information of the last acquired train is calculated as the position difference; and taking the difference between the position difference and the accumulated running distance measured by the speed sensor in unit time to obtain the difference between the position difference and the accumulated running distance of the speed sensor as the positioning deviation of the unit time, wherein if the positioning deviation is within a preset deviation range, the positioning data obtained through voting at this time can be used as the position information of the train at this time, and if the positioning deviation exceeds the preset deviation range, the accumulated running distance of the speed sensor can be used as the position information of the train at this time.
The embodiment of the present disclosure further provides a positioning system, referring to fig. 7a, fig. 7a is a schematic structural diagram of a positioning system according to an exemplary embodiment, and as shown in fig. 7a, the positioning system is disposed on a train in rail transit, and includes: the device layer 710, the data processing layer 720 and the voting layer 730, wherein the device layer 710 comprises a plurality of positioning devices (3 positioning devices are taken as an example in fig. 7 a) arranged at two ends of a train, and it can be understood that the plurality of positioning devices are arranged at two ends of the train, and the data processing layer 720 is connected with the plurality of positioning devices of the head and the tail of the train and the voting layer;
the plurality of positioning devices at the active end of the device layer 710 are configured to collect a plurality of positioning data, and transmit the plurality of positioning data to the corresponding data processing layer, where the active end is one end of the two ends of the train as a head;
the data processing layer 720 is configured to perform data fusion on each positioning data to generate fused positioning data, so as to obtain multiple fused positioning data corresponding to the multiple positioning data, serve as multiple fused positioning data of an active end, and transmit the multiple fused positioning data of the active end to the voting layer;
the voting layer 730 is configured to vote according to the plurality of fused positioning data of the active end, obtain a voting result, and determine position information of the train according to the voting result;
For example, the method performed by each layer may refer to the methods shown in the foregoing steps S11 to S14, and will not be described in detail.
Optionally, the voting layer 730 is configured to:
voting is carried out according to the plurality of fusion positioning data of the activation end, and a voting result is obtained, wherein the voting result comprises passing voting or failing voting;
when the voting result is that the voting is not passed, at least one positioning data acquired by at least one positioning device of the opposite end is acquired, and the opposite end is one end serving as a train tail in two ends of the train;
performing data fusion on each piece of positioning data in the at least one piece of positioning data of the opposite end to generate fused positioning data, and obtaining at least one piece of fused positioning data corresponding to the at least one piece of positioning data;
and voting again according to the plurality of fusion positioning data of the activated end and the at least one fusion positioning data of the opposite end to obtain a voting result of voting again.
Optionally, the train further comprises a speed sensor 740 for outputting the accumulated running distance, the voting layer 730 further being adapted to:
based on the voting results and the accumulated travel distance of the speed sensor, position information of the train is determined.
For example, the method performed by the voting layer may refer to the method shown in fig. 2, and will not be described again.
Alternatively, each positioning device may be: the system comprises a GNSS sensor, one or more of an inertial sensor and a laser radar, and a data processing layer comprising at least one data processing unit;
the GNSS sensor is used for collecting position data and transmitting the position data to the corresponding data processing unit;
the inertial sensor is used for acquiring pose data and transmitting the pose data to the corresponding data processing unit;
the laser radar is used for acquiring point cloud data and transmitting the point cloud data to the corresponding data processing unit;
the data processing unit is used for performing time synchronization on the received position data, pose data and/or point cloud data, performing filtering processing on the position data, the pose data and/or the point cloud data after time synchronization, and taking the position data, the pose data and/or the point cloud data after filtering processing as positioning data acquired by the positioning equipment, wherein the filtering processing comprises: at least one of a region of interest, null point filtering, and downsampling process is extracted.
Regarding the above-mentioned sensors, the data synchronization and filtering method may refer to the contents shown in the foregoing steps S111 to S113, and will not be described again.
Optionally, the data processing layer 720 is configured to:
and respectively carrying out data fusion on each positioning data in the plurality of positioning data by using a Kalman filtering algorithm to obtain a plurality of fusion positioning data corresponding to the plurality of positioning data.
Optionally, the data processing layer includes a plurality of data processing units, each data processing unit corresponds to one positioning device, and any one of the data processing units is configured to:
carrying out data fusion on one positioning data corresponding to the data processing unit by utilizing a Kalman filtering algorithm to obtain a fusion result of the positioning data, wherein the fusion result comprises a first coordinate position based on a geocentric coordinate system; the data processing unit is used for acquiring positioning data corresponding to the positioning equipment;
determining an area coordinate system of an area where the train is currently located;
and converting the first coordinate position into a second coordinate position in the regional coordinate system according to the coordinate system conversion parameters between the geocentric coordinate system and the regional coordinate system, and using the second coordinate position as fusion positioning data corresponding to the positioning data.
The kalman filtering algorithm and the method of coordinate transformation may refer to the methods shown in the foregoing step S12 and steps S1211 to S1213, and will not be described herein.
Optionally, the voting layer 730 is configured to:
consistency comparison is carried out on a plurality of fusion positioning data of the activation end;
when at least two fusion positioning data in the plurality of fusion positioning data pass the consistency comparison, determining that the at least two fusion positioning data pass the voting, and obtaining the positioning data passing the voting according to the at least two fusion positioning data;
and when any two pieces of fusion positioning data in the plurality of fusion positioning data do not pass the consistency comparison, determining that the plurality of fusion positioning data do not pass the voting.
The method for voting the plurality of fused positioning data may refer to the methods shown in the foregoing steps S135 to S137, and will not be described in detail.
Optionally, the positioning system further comprises: an output layer;
the voting layer is also used for determining the positioning deviation in unit time according to the position difference in unit time and the accumulated running distance of the speed sensor; the position difference is the position difference between the position data through voting and the position information of the train acquired last time;
the output layer is used for taking the voted positioning data as the position information of the current train when the positioning deviation is in a preset deviation range; and when the positioning deviation exceeds the deviation range, determining the position information of the current train according to the accumulated running distance of the speed sensor.
The method for determining the position information of the final train may refer to the methods shown in the foregoing steps S141 to S143, and will not be described in detail.
In an exemplary embodiment, as shown in fig. 7b, the device layer 710 may include three positioning devices (positioning device 1, positioning device 2, and positioning device 3), the data processing layer 720 may include three data processing units (data processing unit 1, data processing unit 2, and data processing unit 3), the data processing layer 720 and the voting layer 730 may further include a data transmission layer 750 therebetween, and the data transmission layer 750 may include three data transmission units, one for each data processing unit, for transmitting one fused positioning data outputted by the corresponding data processing unit to the voting unit in the voting layer 730.
The voting unit can select the fusion positioning data output by at least two data processing units at each time to carry out consistency comparison, so as to obtain a voting result. Alternatively, the voting unit may also select the fused positioning data of more than two data processing units for consistency voting.
Alternatively, the voting layer 730 and the data processing layer 720 may be implemented on the same device of the train, or may be distributed on two devices. Illustratively, if the voting layer 730 and the data processing layer 720 are implemented by the same device, the voting layer 730 and the data processing layer 720 may be integrated on the high-power units of the train. If the voting layer 730 and the data processing layer 720 are distributed across both devices, the voting layer 730 may be integrated on the on-board controller of the train and the data processing layer 720 may be integrated on the high-power unit of the train. The high-power unit can be a hardware circuit module built by a high-power chip, and can process more data and keep high efficiency. It should be noted that if the voting layer 730 is integrated on the on-board controller of the train and the data processing layer 720 is integrated on the high-power unit of the train, the data transmission layer 750 may implement communication between the voting layer 730 and the data processing layer 720 through the UDP protocol; if the voting layer 730 and the data processing layer 720 are both integrated on the high-power units of the train, the data transmission layer 750 may be implemented by function call, where the function may be set according to actual requirements, and the embodiments of the present disclosure do not limit the specifically called function.
Optionally, the positioning system may further include an output layer for outputting the position information of the train through the output layer after determining the position information of the train.
Through the technical scheme, a plurality of positioning data acquired by a plurality of positioning devices are acquired; voting is carried out according to the plurality of positioning data, and a voting result is obtained; and determining the position information of the train according to the voting result. According to the technical scheme, the plurality of positioning data of the plurality of positioning devices deployed on the train can be obtained simultaneously, the problem of inaccurate train position caused by error of the train positioning data when a single positioning structure of the train fails can be solved, meanwhile, the reliability of positioning can be ensured compared with the independent judgment of two positioning structures through voting of the plurality of positioning data, and therefore the driving safety of the train is ensured.
FIG. 8 is a schematic diagram of another positioning system according to an exemplary embodiment, where two sets of positioning devices (GNSS+IMU+LiDAR sensor+high-power unit) are respectively arranged at the head and tail of the train, and the two sets of positioning devices at the head and tail are simultaneously activated when the train is running, each set of devices processes and fuses the acquired sensor data, and sends the fusion result to a voting unit in the vehicle-mounted controller for consistency comparison, or the high-power unit for performing data fusion for consistency comparison, and the vehicle-mounted controller (or the high-power unit) can preferentially select the output of 2 sets of positioning devices at the current active end for voting; if the 2 sets of positioning systems at the current activating end vote to pass, directly using the result of the 2 sets of positioning equipment vote as the positioning data of the train; if the 2 sets of positioning equipment at the current activating end vote is not passed, the selected set of positioning equipment without faults participates in output result vote, and the voted result is used after the vote is passed; the 2 sets of positioning devices at the current active end and the one set of positioning devices at the opposite end can perform two-by-two voting, for example, two-by-two voting can be understood as voting the one set of positioning devices at the opposite end and the 2 sets of positioning devices at the current active end respectively, if the 2 sets of positioning devices at the current active end are positioning devices A and B and the one set of positioning devices at the opposite end are C, the data of the positioning devices A and C can be voted, the data of the positioning devices B and C vote, the two-by-two voting of the 2 sets of positioning devices at the current active end and the one set of positioning devices at the opposite end are not passed, the positioning is unreliable, the vehicle-mounted controller takes protective measures, and if the voting of at least one pair of positioning devices in the 2 sets of positioning devices at the current active end and the one set of positioning devices at the opposite end is passed, the voting can be judged to pass.
In one implementation mode, each high-calculation unit of the head or the tail can process data of each two sets of systems of the head or the tail, data fusion, voting and conversion of a track electronic map to obtain a one-dimensional absolute position (track id and offset) on the track; to obtain the relative position of the train, the initial position and direction of the train need to be determined, and the method for determining the initial position and direction may include the following steps: when the current activating end is a train head, judging the uplink and downlink relation of one-dimensional positioning results reported by the train head positioning equipment and the train tail positioning equipment according to the linking relation of the track electronic map sections, if the one-dimensional positioning results of the train head positioning equipment are in the uplink direction of the one-dimensional positioning results of the train tail positioning equipment, judging that the initial running direction of the train is uplink, otherwise, if the train is downlink, the train tail is at the current activating end, and judging the train tail, wherein in order to ensure the accuracy of the initial positioning direction, the judging method is vice versa, alternatively, n times of continuous judgment can be carried out, and the n times of judging results are consistent, and then the judging result is determined; after the initial direction is determined, a one-dimensional positioning result of the active end positioning equipment is taken as the initial position of the train, and the relative position of the train can be determined according to the initial direction, the initial position and the absolute position of the train.
Optionally, the speed sensor acquires the relative position of the train, when the train envelope (the train envelope refers to the range of the maximum possible position of the train and the minimum possible position of the train) determined by the relative position information calculated by the position information output by the voting layer is within the train envelope calculated by the speed sensor under the condition that each period of the positioning system can normally output the result, the position information output by the positioning system is determined to be reliable, and the train envelope can be updated by adopting the output result of the positioning system; otherwise, the train envelope is updated without using the output result of the positioning system, and the train envelope is updated continuously by using the accumulated running distance of the speed sensor, which is called as the correction, if the correction is not obtained all the time, and when the positioning error of the train exceeds a certain threshold value, the lost positioning is adopted for system protection.
By adopting the scheme of the mixed voting of the positioning systems of the headstock and the tailstock, the system usability is greatly improved on the premise of ensuring the safety, the equipment use amount is reduced, the cost is saved, and the economic benefit is improved.
Fig. 9 is a schematic diagram of another positioning system according to an exemplary embodiment, including channel 1, channel 2, and channel 3, as shown in fig. 9.
Illustratively, each channel is composed of a device layer, a data processing layer and a data transmission layer, wherein the device layer of each channel comprises a group of GNSS+IMU+LiDAR sensors, a data processing unit and a data transmission unit; acquiring first positioning data (position, pose and point cloud) through a GNSS+IMU+LiDAR sensor of the channel 1, processing the first positioning data by using the data processing unit 1 to obtain first fusion positioning data, and transmitting the first fusion positioning data to the voting unit through the data transmission unit 1; acquiring second positioning data (position, pose and point cloud) through a GNSS+IMU+LiDAR sensor of the channel 2, processing the second positioning data by using the data processing unit 2 to obtain second fusion positioning data, and transmitting the second fusion positioning data to the voting unit through the data transmission unit 2; the GNSS+IMU+LiDAR sensor of the channel 3 is used for collecting third positioning data (position, pose and point cloud), the data processing unit 3 is used for processing the third positioning data to obtain third fusion positioning data, the data transmission unit 3 is used for transmitting the third fusion positioning data to the voting unit in the voting layer, the voting unit is used for carrying out consistency comparison on the three fusion positioning data, and after consistency voting of any two fusion positioning data is passed, the fusion positioning data can be considered to be used.
Fig. 10 is a block diagram of a train 1000, shown according to an exemplary embodiment. For example, the train 1000 may include the positioning system described above.
In one embodiment, a positioning system provided by an embodiment of the present disclosure includes: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement the steps of the positioning method.
The processor may be the above-mentioned vehicle-mounted controller or the high-power unit, or may be one or more processing units in the vehicle-mounted controller or the high-power unit, and the processor may be one or more processing units used as a data processing unit in a data processing layer in the positioning system and/or as a decision unit in a decision layer, and the description of the data processing layer and the decision layer may refer to the embodiments shown in fig. 7a and fig. 7b and will not be repeated. In this embodiment, the train may include a plurality of positioning devices provided at both ends of the train and the positioning system described above.
In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned positioning method when being executed by the programmable apparatus.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure. For example, the train may be changed to other types of vehicles that have positioning requirements.
In addition, the specific features described in the foregoing embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, the present disclosure does not further describe various possible combinations.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.
Claims (9)
1. A positioning method, characterized in that it is applied to a train in rail transit, both ends of the train being provided with a plurality of positioning devices, the method comprising:
acquiring a plurality of positioning data acquired by the plurality of positioning devices at the activation end; the activation end is one end serving as a locomotive in two ends of the train;
Performing data fusion on each positioning data to generate fusion positioning data so as to obtain a plurality of fusion positioning data corresponding to the plurality of positioning data, wherein the fusion positioning data is used as a plurality of fusion positioning data of the activation end;
voting is carried out according to the plurality of fusion positioning data of the activation end, and a voting result is obtained, wherein the voting result comprises passing voting or failing voting;
when the voting result is that the voting is not passed, at least one positioning data acquired by at least one positioning device of an opposite end is acquired, wherein the opposite end is one end serving as a train tail in two ends of the train;
performing data fusion on each piece of positioning data in the at least one piece of positioning data of the opposite terminal to generate fused positioning data, and obtaining at least one piece of fused positioning data corresponding to the at least one piece of positioning data of the opposite terminal;
voting is carried out again according to the plurality of fusion positioning data of the active end and the at least one fusion positioning data of the opposite end, so that a voting result of voting again is obtained;
and determining the position information of the train according to the voting result.
2. The method of claim 1, wherein the train further comprises a speed sensor, and wherein determining the location information of the train based on the voting results comprises:
Position information of the train is determined based on the voting result and the accumulated travel distance of the speed sensor.
3. The method of claim 1, wherein each positioning device is: the method for acquiring the positioning data acquired by the positioning devices comprises the following steps of:
for each positioning device, acquiring position data acquired by the GNSS sensor, pose data acquired by the inertial sensor and/or point cloud data acquired by the laser radar;
performing time synchronization on the position data, the pose data and/or the point cloud data;
performing filtering processing on the position data, the pose data and/or the point cloud data after time synchronization, wherein the filtering processing comprises the following steps: extracting at least one of a region of interest, invalid point filtering and downsampling;
and taking the position data, the pose data and/or the point cloud data after the filtering processing as positioning data acquired by the positioning equipment.
4. The method of claim 1, wherein the performing data fusion on each of the positioning data to generate fused positioning data to obtain a plurality of fused positioning data corresponding to the plurality of positioning data comprises:
And carrying out data fusion on each positioning data in the plurality of positioning data by using a Kalman filtering algorithm to obtain a plurality of fusion positioning data corresponding to the plurality of positioning data.
5. The method of claim 4, wherein the performing data fusion on each of the plurality of positioning data by using a kalman filter algorithm to obtain a plurality of fused positioning data corresponding to the plurality of positioning data comprises:
carrying out data fusion on each positioning data in the plurality of positioning data by using a Kalman filtering algorithm to obtain a fusion result of each positioning data, wherein the fusion result comprises a first coordinate position based on a geocentric coordinate system;
determining an area coordinate system of an area where the train is currently located;
and converting the first coordinate position into a second coordinate position in the regional coordinate system according to the coordinate system conversion parameters between the geocentric coordinate system and the regional coordinate system, and using the second coordinate position as fusion positioning data corresponding to the positioning data.
6. The method of any one of claims 1-5, wherein said voting comprises:
consistency comparison is carried out on a plurality of positioning data participating in voting;
When at least two positioning data in the plurality of positioning data participating in voting pass through consistency comparison, determining that the at least two positioning data pass through voting, and obtaining the positioning data passing through voting according to the at least two positioning data;
and when any two positioning data in the plurality of positioning data participating in voting do not pass the consistency comparison, determining that the plurality of positioning data participating in voting do not pass the voting.
7. The method of claim 2, wherein the determining the location information of the train based on the voting results and the accumulated travel distance of the speed sensor comprises:
determining a positioning deviation in unit time according to the position difference in unit time and the accumulated running distance of the speed sensor; the position difference is the position difference between the position data through voting and the position information of the train acquired last time;
when the positioning deviation is in a preset deviation range, taking the voted positioning data as the position information of the train;
and when the positioning deviation exceeds the deviation range, determining the position information of the train according to the accumulated running distance of the speed sensor.
8. A positioning system, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method of any one of claims 1-7.
9. A train comprising a plurality of positioning devices disposed at both ends and the positioning system of claim 8.
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| CN112590861A (en) * | 2020-12-15 | 2021-04-02 | 中国国家铁路集团有限公司 | Be applied to safe train tail equipment of train integrality inspection |
| CN115675580A (en) * | 2021-07-30 | 2023-02-03 | 比亚迪股份有限公司 | Full-redundancy speed measurement method and system for rail train |
| CN116176657A (en) * | 2021-11-26 | 2023-05-30 | 比亚迪股份有限公司 | Train sequencing method, system and storage medium |
| CN114537477A (en) * | 2022-03-01 | 2022-05-27 | 重庆交通大学 | Train positioning and tracking method based on TDOA |
| CN115320672A (en) * | 2022-08-10 | 2022-11-11 | 浙江众合科技股份有限公司 | Interval positioning method and system based on electronic tag and image recognition fusion |
| CN115635994A (en) * | 2022-11-04 | 2023-01-24 | 北京酷鲨科技有限公司 | Train tail auxiliary positioning method and device |
| CN115743240A (en) * | 2022-11-18 | 2023-03-07 | 国能朔黄铁路发展有限责任公司 | Train positioning method, system, storage medium and electronic equipment |
| CN116105725A (en) * | 2022-12-13 | 2023-05-12 | 涟漪位置(广州)科技有限公司 | GNSS/INS redundant integrated navigation method, module, system and medium |
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