Vehicle positioning method and related device

文档序号：419682 发布日期：2021-12-21 浏览：9次中文

阅读说明：本技术 一种车辆定位方法及相关装置 (Vehicle positioning method and related device ) 是由张溢斌李�杰韩啸于 2021-09-18 设计创作，主要内容包括：本申请实施例提供了一种车辆定位方法及相关装置,本申请实施例预先在轨道适当位置安装发射源,并在发射源附近位置安装差分接收机。发射源会自动发送测距码信号序列以供差分接收机和车辆接收。车载接收机和差分接收机根据该测距码信号序列能够测算出车辆与发射源间的第一距离以及差分接收机与发射源间的第二距离。差分接收机和发射源间的实际距离已知,差分接收机能够基于与发射源的实际距离和第二距离确定测算偏差,进而得到对该偏差进行修正的修正值。差分接收机将该修正值发送给车载接收机后,车载接收机基于该修正值对测算的第一距离进行修正并根据修正结果确定车辆当前位置,以此提高车辆定位的准确度。(The embodiment of the application provides a vehicle positioning method and a related device. The transmitting source will automatically transmit a sequence of ranging code signals for reception by the differential receiver and the vehicle. The vehicle-mounted receiver and the differential receiver can measure and calculate a first distance between the vehicle and the transmitting source and a second distance between the differential receiver and the transmitting source according to the ranging code signal sequence. The actual distance between the differential receiver and the transmitting source is known, and the differential receiver can determine the measured deviation based on the actual distance from the transmitting source and the second distance, and then obtain a correction value for correcting the deviation. After the difference receiver sends the correction value to the vehicle-mounted receiver, the vehicle-mounted receiver corrects the measured first distance based on the correction value and determines the current position of the vehicle according to the correction result, so that the accuracy of vehicle positioning is improved.)

1. A vehicle positioning method, characterized in that the method comprises:

determining a first distance between the vehicle-mounted receiver and a transmitting source based on a ranging code signal sequence received by the vehicle-mounted receiver; wherein the ranging code signal sequence is transmitted by the transmitting source, and the transmitting source is fixed on a rail;

receiving a correction value sent by a differential receiver bound with the emission source, correcting the first distance by adopting the correction value, and determining the current position of the train according to a correction result; wherein the correction value is determined based on an actual distance of the differential receiver from the transmitting end and a second distance determined by the differential receiver based on the received ranging code signal sequence transmitted by the transmitting source.

2. The method of claim 1, wherein determining a first distance from a transmitting source based on the received ranging code signal sequence comprises:

determining a first signal time difference according to the vehicle-mounted signal sequence and the ranging code signal sequence, and determining the first distance according to the first signal time difference; wherein the vehicle-mounted signal sequence is obtained by copying the ranging code signal sequence by the vehicle-mounted receiver.

3. The method of claim 1, wherein said modifying the first distance with the modified value comprises:

determining a first clock difference and a multipath error of the vehicle-mounted receiver and the transmission source according to the correction value; wherein the multipath error is determined by the locations of the transmission source and the differential receiver;

determining a distance error according to the product of the first clock difference and the speed of light;

and correcting the first distance by using the multipath error and the distance error.

4. A method according to any one of claims 1 to 3, wherein the train has pre-stored location coordinates of each transmitting source, the transmitting sources transmitting their unique identifiers simultaneously when transmitting the ranging code sequence, and the determining of the current location of the vehicle from the correction and the location coordinates of the transmitting sources comprises:

determining the position coordinate of the emission source according to the unique identifier, and determining the driving direction of the train relative to the emission source based on the antenna direction of a vehicle-mounted receiver;

and determining the current position of the vehicle according to the driving direction, the correction result and the position coordinates of the emission source.

5. A vehicle positioning method, applied to a differential receiver, the method comprising:

determining a second distance from a received transmission source based on a ranging code signal sequence transmitted by the transmission source; wherein the ranging code signal sequence is transmitted by the transmitting source, and the transmitting source is fixed on a rail;

determining a correction value according to the ranging code signal sequence, and sending the correction value to a train; wherein the correction value is used for correcting the real-time position of the train, and the correction value is determined based on the actual distance between the differential receiver and the transmitting end and the second distance.

6. The method of claim 5, wherein said determining a second range based on the received ranging code signal sequence transmitted by the transmission source comprises:

determining a second signal time difference according to the differential signal sequence and the ranging code signal sequence, and determining the second distance according to the second signal time difference; wherein the differential signal sequence is obtained by copying the ranging code signal by the differential receiver.

7. The method according to claim 5, characterized in that the correction value is determined by:

determining a second clock difference with the transmission source according to the actual distance and the second distance;

adjusting the clock of the differential receiver according to the second clock difference, and generating a synchronous pulse signal and a clock counter corresponding to the synchronous pulse signal based on the adjusted clock;

and taking the synchronous pulse signal and the clock counter as the correction value.

8. A vehicle locating apparatus, characterized in that the apparatus comprises:

a first distance determination module configured to perform a first distance determination with a transmission source based on a ranging code signal sequence received by a vehicle-mounted receiver; wherein the ranging code signal sequence is transmitted by the transmitting source, and the transmitting source is fixed on a rail;

the train position determining module is configured to execute receiving of a correction value sent by a differential receiver bound with the transmission source, correct the first distance by the correction value, and determine the current position of the train according to a correction result; wherein the correction value is determined based on an actual distance of the differential receiver from the transmitting end and a second distance determined by the differential receiver based on the received ranging code signal sequence transmitted by the transmitting source.

9. A vehicle locating apparatus, for use with a differential receiver, the apparatus comprising:

a second distance determination module configured to perform a second distance determination with a transmission source based on a received ranging code signal sequence transmitted by the transmission source; wherein the ranging code signal sequence is transmitted by the transmitting source, and the transmitting source is fixed on a rail;

the correction value sending module is configured to determine a correction value according to the ranging code signal sequence and send the correction value to the train; wherein the correction value is used for correcting the real-time position of the train, and the correction value is determined based on the actual distance between the differential receiver and the transmitting end and the second distance.

10. A computer-readable storage medium, wherein instructions in the computer-readable storage medium, when executed by a processor of an electronic device, enable the electronic device to perform the vehicle localization method of any of claims 1-7.

Technical Field

The present invention relates to the field of signal processing technologies, and in particular, to a vehicle positioning method and a related apparatus.

Background

With the development of science and technology, traffic is more convenient. For a traffic control unit, the vehicle needs to be scheduled based on the real-time position of the vehicle. In a CBTC (Communication Based Train Control System), a Train positioning function is particularly important. Due to the influence of a large number of high-rise buildings, bad weather and a disordered electromagnetic environment around the track of an urban area, a general Global Positioning System (GPS) System is difficult to ensure continuous high-precision dynamic Positioning.

Disclosure of Invention

The embodiment of the application provides a vehicle positioning method and a related device, the distance between a train and an emission source is determined by a vehicle-mounted receiver based on a ranging code signal sequence sent by the emission source, and the distance is corrected and calibrated based on a differential receiver, so that the accuracy of vehicle positioning is improved.

In a first aspect, an embodiment of the present application provides a vehicle positioning method, where the method includes:

In the embodiment of the application, a transmitting source is arranged at a proper position of a track in advance, and a differential receiver is arranged at a position near the transmitting source. The transmitting source automatically transmits a ranging code signal sequence, and when the vehicle runs to a receiving range, the carried vehicle-mounted receiver can receive the ranging code signal sequence. The vehicle-mounted receiver and the differential receiver can measure and calculate a first distance between the vehicle and the transmitting source and a second distance between the differential receiver and the transmitting source according to the ranging code signal sequence. And because the positions of the differential receiver and the transmitting source are fixed and the actual distance between the two is known, the differential receiver can determine the measurement and calculation deviation based on the actual distance between the differential receiver and the transmitting source and the second distance, and further obtain a correction value for correcting the deviation. After the difference receiver sends the correction value to the vehicle-mounted receiver, the vehicle-mounted receiver corrects the measured first distance based on the correction value and determines the current position of the vehicle according to the correction result, so that the accuracy of vehicle positioning is improved.

In some possible embodiments, the determining a first distance to a transmission source based on the received ranging code signal sequence includes:

In the embodiment of the application, the vehicle-mounted receiver can copy the ranging code signal sequence to generate the vehicle-mounted signal sequence, and the time delay generated in the transmission of the ranging code signal sequence, namely the first signal time difference, can be obtained by comparing the difference between the vehicle-mounted signal sequence and the ranging code signal sequence.

In some possible embodiments, the correcting the first distance by using the correction value includes:

determining a first clock difference and a multipath error of the vehicle-mounted receiver and the transmission source according to the correction value; wherein the multipath error is determined by the location of the transmitting source and the differential receiver.

Determining a distance error according to the product of the first clock difference and the speed of light;

and correcting the first distance by using the multipath error and the distance error.

According to the embodiment of the application, the first clock difference and the multipath error between the vehicle-mounted receiver and the emission source can be determined according to the correction value transmitted by the differential receiver, the multipath error is a fixed value measured in advance according to the position of the emission source of the differential receiver, the product of the first clock difference and the light speed is the distance error, and the first distance is corrected by the multipath error and the distance error, so that the more accurate distance is obtained.

In some possible embodiments, the train stores position coordinates of each transmission source in advance, the transmission source synchronously transmits the unique identifier of the transmission source when transmitting the ranging code sequence, and the determining the current position of the vehicle according to the correction result and the position coordinates of the transmission source includes:

and determining the current position of the vehicle according to the driving direction, the correction result and the position coordinates of the emission source.

In the embodiment of the application, after the vehicle-mounted receiver obtains the final measurement result of the distance between the train and the transmitting source based on the correction value, the current position coordinate of the train is calculated based on the result and the position coordinate of the transmitting source.

In a second aspect, an embodiment of the present application provides a vehicle positioning method, which is applied to a differential receiver, and the method includes:

In the embodiment of the application, since the actual distance between the differential receiver and the transmission source is known, after the differential receiver determines the second distance between the differential receiver and the transmission source based on the ranging code signal sequence, a correction value can be determined according to the second distance and the actual distance, and the correction value is used for correcting the train position measured and calculated by the vehicle-mounted receiver based on the ranging code signal sequence.

In some possible embodiments, the determining a second range based on the received ranging code signal sequence transmitted by the transmission source comprises:

In the embodiment of the application, the differential receiver may copy the ranging code signal sequence to generate a differential signal sequence, and the delay generated in the transmission of the ranging code signal sequence, i.e. the second signal time difference, may be obtained by comparing the difference between the differential signal sequence and the ranging code signal sequence.

In some possible embodiments, the correction value is determined by:

determining a second clock difference with the transmission source according to the actual distance and the second distance;

and taking the synchronous pulse signal and the clock counter as the correction value.

In the embodiment of the application, the differential receiver determines the clock difference with the transmitting source according to the actual distance with the transmitting source and the second distance, and the clock difference is used for correcting the ranging. After the differential receiver can avoid the clock difference by adjusting the clock, a synchronous pulse signal and a clock counter corresponding to the synchronous pulse signal are generated based on the adjusted clock. The vehicle-mounted receiver can calibrate the first distance according to the synchronous pulse signal and the clock counter so as to improve the accuracy of the vehicle position.

In a third aspect, an embodiment of the present application provides a vehicle positioning apparatus, including:

In some possible embodiments, said determining a first distance to a transmitting source based on a received ranging code signal sequence is performed, said first distance determination module being configured to:

In some possible embodiments, performing the correcting the first distance using the correction value, the train position determination module is configured to:

determining a first clock difference and a multipath error of the vehicle-mounted receiver and the transmission source according to the correction value; wherein the multipath error is determined by the location of the transmitting source and the differential receiver.

Determining a distance error according to the product of the first clock difference and the speed of light;

and correcting the first distance by using the multipath error and the distance error.

In some possible embodiments, the train is pre-stored with position coordinates of each transmission source, a transmission source synchronously transmits a unique identifier of the transmission source when transmitting a ranging code sequence, and the train position determination module is configured to determine the current position of the vehicle according to the correction result and the position coordinates of the transmission source:

and determining the current position of the vehicle according to the driving direction, the correction result and the position coordinates of the emission source.

In a fourth aspect, an embodiment of the present application provides a vehicle positioning apparatus, which is applied to a differential receiver, and the apparatus includes:

In some possible embodiments, said determining a second range based on the received ranging code signal sequence transmitted by the transmission source is performed, said second range determination module being configured to:

In some possible embodiments, the correction value is determined by:

determining a second clock difference with the transmission source according to the actual distance and the second distance;

and taking the synchronous pulse signal and the clock counter as the correction value.

In a fifth aspect, an embodiment of the present application further provides an electronic device, including:

a processor;

a memory for storing the processor-executable instructions;

wherein the processor is configured to execute the instructions to implement any of the methods as provided in the first and second aspects of the present application.

In a sixth aspect, embodiments of the present application further provide a computer-readable storage medium, where instructions, when executed by a processor of an electronic device, enable the electronic device to perform any one of the methods as provided in the first and second aspects of the present application.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application. The objectives and other advantages of the application may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments of the present application will be briefly described below, and it is obvious that the drawings described below are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic diagram of a trackside transponder shown in an embodiment of the present application;

fig. 2 is a diagram of an application scenario shown in an embodiment of the present application;

FIG. 3a is a timing diagram illustrating a vehicle locating method according to an embodiment of the present application;

FIG. 3b is a schematic diagram of signal delay according to an embodiment of the present application;

FIG. 3c is a schematic view of a measurement process according to an embodiment of the present disclosure;

FIG. 3d is a schematic diagram illustrating a train position coordinate determination according to an embodiment of the present application;

FIG. 4a is a flowchart illustrating an overall vehicle positioning method according to an embodiment of the present application;

FIG. 4b is another flow chart of a vehicle locating method according to an embodiment of the present application;

FIG. 5a is a block diagram of a vehicle positioning device 500a according to an embodiment of the present disclosure;

FIG. 5b is a block diagram of a vehicle positioning device 500b according to an embodiment of the present disclosure;

fig. 6 is a schematic view of an electronic device according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be described in detail and clearly with reference to the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, "a face will mean or means, for example, a/B may mean a or B; "and/or" in the text is only an association relationship describing an associated object, and means that three relationships may exist, for example, a and/or B may mean: three cases of a alone, a and B both, and B alone exist, and in addition, "a plurality" means two or more than two in the description of the embodiments of the present application.

In the description of the embodiments of the present application, the term "plurality" means two or more unless otherwise specified, and other terms and the like should be understood similarly, and the preferred embodiments described herein are only for the purpose of illustrating and explaining the present application, and are not intended to limit the present application, and features in the embodiments and examples of the present application may be combined with each other without conflict.

To further illustrate the technical solutions provided by the embodiments of the present application, the following detailed description is made with reference to the accompanying drawings and the detailed description. Although the embodiments of the present application provide method steps as shown in the following embodiments or figures, more or fewer steps may be included in the method based on conventional or non-inventive efforts. In steps where no necessary causal relationship exists logically, the order of execution of the steps is not limited to that provided by the embodiments of the present application. The method can be executed in the order of the embodiments or the method shown in the drawings or in parallel in the actual process or the control device.

In the related technology, the running speed and the running distance of a vehicle are measured and calculated by means of a speed measuring motor and a Doppler radar, and the running position of a train is corrected according to the absolute position of a trackside transponder. Specifically, the tachometer motor and the radar unit are used together for detecting the speed and the distance of the train. Because factors such as wheel diameter error, wheel idle running, skidding that the wheel wearing and tearing caused can cause the influence to the tacho motor speed measurement, therefore measuring error can accumulate with time. The train position needs to be corrected by a trackside transponder laid at a track fixing position. The trackside transponder may be specifically as shown in fig. 1, and is a sensor device, which is implemented by infrared rays or pressure sensing, and is used to scan how many pairs of wheels press a rail, so as to correct a measurement result.

However, the above correction method not only increases the hardware cost, but also has high requirements on the installation process of the speed measuring motor and the radar in practical use, and the situation of degraded operation caused by the loss of the positioning of the train due to insufficient installation accuracy occurs in operation. For a consist employing a linear motor, the on-board transponder channel may not work due to electromagnetic compatibility issues. In addition, the inability to reposition accurately after extensive or prolonged system failure is a limitation of this system set. The system is also inflexible in design, deployment and installation, and is more complex to retrofit into old signal systems.

In order to solve the above problems, the inventive concept of the present application is: a transmitting source is mounted in a proper position on the track in advance, and a differential receiver is mounted in a position near the transmitting source. The transmitting source will automatically transmit a sequence of ranging code signals for reception by the differential receiver and the vehicle. When the vehicle runs to the receiving range, the carried vehicle-mounted receiver can receive the ranging code signal sequence. The vehicle-mounted receiver and the differential receiver can measure and calculate a first distance between the vehicle and the transmitting source and a second distance between the differential receiver and the transmitting source according to the ranging code signal sequence. And because the positions of the differential receiver and the transmitting source are fixed and the actual distance between the two is known, the differential receiver can determine the measurement and calculation deviation based on the actual distance between the differential receiver and the transmitting source and the second distance, and further obtain a correction value for correcting the deviation. After the difference receiver sends the correction value to the vehicle-mounted receiver, the vehicle-mounted receiver corrects the measured first distance based on the correction value and determines the current position of the vehicle according to the correction result, so that the accuracy of vehicle positioning is improved.

A vehicle positioning method provided in an embodiment of the present application is described in detail below with reference to the accompanying drawings.

Referring to fig. 2, a schematic diagram of an application environment according to an embodiment of the present application is shown.

As shown in fig. 2, the application environment may include, for example, a rail 10, a transmission source 20, a differential receiver 30, a vehicle-mounted receiver 40, and a train 50. Wherein the transmitting source 20 is fixed on the rail 10 and the differential receiver 30 is fixed in the vicinity of the transmitting source 20 based on the actual ground conditions.

The transmitting source 20 broadcasts the ranging code signal sequence to the surrounding in real time, and when the train 50 enters the broadcasting range, the vehicle-mounted receiver 40 carried on the train 50 receives the ranging code signal sequence broadcasted by the transmitting source 20. The in-vehicle receiver 40 calculates the distance between the vehicle and the transmission source 20 based on the ranging code signal sequence.

Accordingly, the ranging code signal sequence broadcast by the transmitting source 20 is also received by the differential receiver 30, and the differential receiver 30 calculates a second distance between itself and the transmitting source 20 according to the ranging code signal sequence, and then determines the estimated deviation based on the second distance and the previously known actual distance between the differential receiver 30 and the transmitting source 20. Further, the difference receiver 30 determines a correction value for correcting the deviation based on the estimated deviation, and transmits the correction value to the in-vehicle receiver 40, so that the in-vehicle receiver 40 corrects the estimated first distance based on the correction value.

In some possible embodiments, the position coordinates of each transmission source in the driving route are stored in the vehicle-mounted receiver 40, and the corrected result obtained by correcting the first distance by the correction value is the final estimation result of the vehicle-mounted receiver 40 on the distance between the train 50 and the transmission source 20. The current position coordinates of the vehicle can be calculated based on the correction result and the position coordinates of the emission source.

After introducing an application scenario to which the technical solution of the present application is applied, a timing chart of a vehicle positioning method provided in the embodiment of the present application is explained below, specifically as shown in fig. 3a, including a transmission source 20, a differential receiver 30, and a vehicle-mounted receiver 40.

Step 301: the transmission source 20 transmits a ranging code signal sequence.

Wherein the transmission source 20 may be considered a terrestrial satellite and is mounted in position in orbit. For transmitting ranging code signal sequences in real time. The ranging code signal sequence is a set of periodic, good autocorrelation, reproducible pseudo-random noise code signals.

The structure of the pseudo-random code may be predetermined and may be arranged to be repeatedly generated and copied, being a sequence code with some random nature. The pseudo random noise code is replicated by arranging the differential receiver 30 and the vehicle-mounted receiver 40, and the signal generation frequency among the three is consistent with that of the transmission source 20. It is achieved that the differential receiver 30 and the in-vehicle receiver 40 simultaneously generate a duplicate ranging code signal sequence while the ranging code signal sequence is generated by the transmission source 20. The so-called duplicated ranging code signal sequence, i.e. the sequence content, is identical to the ranging code signal sequence transmitted by the transmission source 20.

Step 302: the differential receiver 30 receives the ranging code signal sequence and calculates a second distance to the transmission source 20 based on the ranging code signal sequence.

As mentioned above, the differential receiver 30 and the vehicle-mounted receiver 40 will generate the ranging code signal sequence at the same time as the transmission source 20 generates the copied ranging code signal sequence, and for the convenience of distinction, the ranging code signal sequence copied by the differential receiver 30 is referred to as a differential signal sequence; the ranging code signal sequence copied by the in-vehicle receiver 40 is referred to as an in-vehicle signal sequence.

Since the sequence generation frequency of the differential receiver 30 is the same as that of the transmission source 20, the differential receiver 30 knows the generation time of the ranging code signal, after receiving the ranging code signal sequence, the differential receiver 30 obtains the propagation time of the ranging code signal by making a difference between the reception time and the generation time, and then obtains the distance between the differential receiver 30 and the transmission source 20 by multiplying the propagation time by the speed of light. However, since there is a delay in the signal propagation process, the distance obtained in this way is not accurate, and the delay time needs to be obtained by comparing the differential signal sequence generated by the differential receiver 30 with the ranging code signal sequence. And adjusting the distance based on the delay time, wherein the adjustment result is the second distance.

Specifically, the differential receiver 30 compares the ranging code signal sequence with the differential signal sequence after receiving the ranging code signal. It should be understood that the differential signal sequence is obtained by duplicating the ranging code signal sequence, so the differential signal sequence should be identical to the ranging code signal sequence. However, due to the time delay of the signal on the propagation path, two sets of random noise sequences will shift to stagger a plurality of code elements, thereby causing the difference between the differential signal sequence and the ranging code signal sequence.

Specifically, as shown in fig. 3b, for example, the difference between the differential signal sequence and the ranging code signal sequence is substantially caused by the delayed arrival of the ranging code signal sequence, and the differential receiver 30 needs to adjust the sequence generation time through the delay unit until the sequence generation time is the same as the ranging code signal sequence. For example, the delay is 1 second, the differential signal sequence should be identical to the ranging code signal sequence after advancing for 1 second. The second distance may be represented by the following formula (1):

D₂＝(t₁-t₀-Δt)×V_L

wherein, the time of the ranging code signal sequence generated by the transmitting source 20 is t₀The delay is Δ t, and the time of the distance from the differential receiver 30 to receive the ranging code signal is t₁，V_LIs the speed of light.

Step 303: the differential receiver 30 determines a correction value based on the second distance and the actual distance from the transmission source 20.

In practical applications, the geographic environment factors may cause multipath errors, i.e., errors caused by multiple reflections due to the influence of terrain on the signal. And there is a clock difference between the radio clocks built into the transmission source 20 and the differential receiver 30. Since the transmission source 20 and the differential receiver 30 are both fixed, the actual distance between the two is known. The ranging error between the calculated second distance and the actual distance is mainly caused by clock difference and multipath error. The internal clocks of the transmitting source 20, the differential receiver 30 and the vehicle-mounted receiver 40 are different, and the transmitting source 20 is used as a transmitting end of the ranging code signal, so that the requirement on the clock precision of the transmitting source 20 is high. The differential receiver 30 and the in-vehicle receiver 40 as the receiver have relatively low requirements for the clock accuracy thereof, and the level of the clock difference accuracy between the differential receiver 30 and the in-vehicle receiver 40 is close to each other. For the above reasons, and in order to reduce the workload of the in-vehicle receiver 40, the clock difference between the in-vehicle receiver 40 and the transmission source 20 may be corrected based on the clock difference between the differential receiver 30 and the transmission source 20.

In practice, after determining the second clock difference between the transmission source 20 and the differential receiver 30, the differential receiver 30 may adjust its own clock based on the second clock difference, and generate a synchronization pulse signal for the on-board receiver 40 to adjust its own clock and a clock counter corresponding to the synchronization pulse signal by using the adjusted clock.

Specifically, since the positions of the transmission source 20 and the differential receiver 30 are fixed, the geographical positions of the two are not changed, and thus the multipath error is characterized by being fixed and can be obtained through pre-measurement. I.e. the multipath error is a fixed value that can be obtained by pre-measurement. After obtaining the ranging error through the difference between the actual distance and the second distance, the ranging error and the multipath error are subtracted to obtain a second clock difference between the differential receiver 30 and the transmission source 20. For example, the second clock difference is 0.5 seconds, the differential receiver 30 may delay its own clock by 0.5 seconds and generate a synchronization pulse signal and a clock counter corresponding to the synchronization pulse signal. The synchronization pulse signal and the corresponding clock counter start counting by the clock counter, and the synchronization pulse signal is generated continuously, so that the signal transmission frequency of the transmission source 20 can be simulated, and the vehicle-mounted receiver 40 determines the first clock difference with the transmission source 20 based on the synchronization pulse signal and the clock counter.

Step 304: the differential receiver 30 transmits the correction value to the in-vehicle receiver 40.

Step 305: the in-vehicle receiver 40 receives the correction value.

Step 306: the vehicle-mounted receiver 40 receives the ranging code signal sequence and measures a first distance to the transmitting source 20 based on the ranging code signal sequence.

It has been described above that the in-vehicle receiver 40 and the differential receiver 30 generate a duplicated ranging code signal sequence synchronously with the transmission source 20, and how the differential receiver 30 determines the second distance to the transmission source 20 based on the duplicated ranging code signal sequence. The calculation method of the first distance is completely the same as that of the second distance, and is not described herein again.

Step 307: and the vehicle-mounted receiver 40 corrects the first distance according to the correction value to obtain a correction result.

Specifically, for example, if the on-board receiver 40 determines that there is a 0.5 second delay between the signal sequence generated by its own clock and the clock of the transmission source 20 according to the synchronization pulse signal and the clock counter transmitted by the differential receiver 30, the product of 0.5 second and the speed of light and the sum of the multipath errors can be used as the corrected distance, the first distance and the corrected distance are subtracted, and the obtained corrected result is the final measurement result of the on-board receiver 40 on the actual distance between the train and the transmission source 20.

For the purpose of understanding the calculation process of the final estimation result, it can be specifically shown in fig. 3 c. The transmission source 20, which is fixed to the rail, transmits a ranging code signal sequence in real time via the transmitting antenna, which is received by the differential receiver 30 and the vehicle-mounted receiver 40. The differential receiver 30 receives the ranging code signal sequence, calculates a second distance to the transmission source 20, and determines a correction value based on the actual distance to the transmission source 20. Further, the differential receiver 30 transmits the correction value to the digital station of the in-vehicle receiver 40 in the form of a message through the digital station. After receiving the correction value, the on-board receiver 40 corrects the first distance determined based on the ranging code signal sequence according to the correction value, and uses the corrected result as the final measurement result of the actual distance between the train and the transmission source 20.

Step 308: the on-board receiver 40 acquires the position coordinates of the transmission source 20 and determines the current position coordinates of the train according to the correction result.

In implementation, a database storing the position coordinates of each transmitting source on the train running distance can be established in the vehicle-mounted CBTC system. And a unique identifier is set for each transmitting source, and the transmitting source 20 is controlled to broadcast the unique identifier of itself while broadcasting the ranging code signal sequence each time. Thus, the position coordinates of the transmission source 20 can be known while the station receiver 40 receives the ranging code signal sequence. Since the sending direction of the ranging code signal sequence can be known through the antenna direction of the vehicle-mounted receiver 40, the train determines the direction angle with the sending source 20, namely the running direction included angle of the train relative to the sending source 20.

The differential receiver 30 can determine the current position of the train based on the driving direction, the correction result and the position coordinates of the transmission source 20. Specifically, as shown in fig. 3d, for example, the correction result determined by the vehicle-mounted receiver 30 based on the ranging code signal sequence is 5000m, the included angle between the train and the driving direction of the transmission source 20 is 30 °, the train deflects 30 ° in the direction of the transmission source antenna, and the position coordinate extended by 5000m is the current position coordinate of the train.

To facilitate understanding of the technical solutions provided by the embodiments of the present application, fig. 4a is an overall flowchart of a vehicle positioning method provided by the embodiments of the present application, and specifically as shown in fig. 4a, the method includes the following steps:

step 401 a: determining a first distance between the vehicle-mounted receiver and a transmitting source based on a ranging code signal sequence received by the vehicle-mounted receiver; wherein the ranging code signal sequence is transmitted by the transmitting source, and the transmitting source is fixed on a rail;

step 402 a: receiving a correction value sent by a differential receiver bound with the emission source, correcting the first distance by adopting the correction value, and determining the current position of the train according to a correction result; wherein the correction value is determined based on an actual distance of the differential receiver from the transmitting end and a second distance determined by the differential receiver based on the received ranging code signal sequence transmitted by the transmitting source.

In some possible embodiments, the determining a first distance to a transmission source based on the received ranging code signal sequence includes:

In some possible embodiments, the correcting the first distance by using the correction value includes:

determining a first clock difference and a multipath error of the vehicle-mounted receiver and the transmission source according to the correction value; wherein the multipath error is determined by the location of the transmitting source and the differential receiver.

Determining a distance error according to the product of the first clock difference and the speed of light;

and correcting the first distance by using the multipath error and the distance error.

and determining the current position of the vehicle according to the driving direction, the correction result and the position coordinates of the emission source.

Fig. 4b is another flowchart of a vehicle positioning method provided in the embodiment of the present application, and specifically as shown in fig. 4b, the method includes the following steps:

step 401 b: determining a second distance from a received transmission source based on a ranging code signal sequence transmitted by the transmission source; wherein the ranging code signal sequence is transmitted by the transmitting source, and the transmitting source is fixed on a rail;

step 402 b: determining a correction value according to the ranging code signal sequence, and sending the correction value to a train; wherein the correction value is used for correcting the real-time position of the train, and the correction value is determined based on the actual distance between the differential receiver and the transmitting end and the second distance.

In some possible embodiments, the determining a second range based on the received ranging code signal sequence transmitted by the transmission source comprises:

In some possible embodiments, the correction value is determined by:

determining a second clock difference with the transmission source according to the actual distance and the second distance;

and taking the synchronous pulse signal and the clock counter as the correction value.

Based on the same inventive concept, the embodiment of the present application further provides a vehicle positioning apparatus 500a, as shown in fig. 5a specifically, including:

a first distance determination module 501a configured to perform a first distance determination with a transmission source based on a ranging code signal sequence received by a vehicle-mounted receiver; wherein the ranging code signal sequence is transmitted by the transmitting source, and the transmitting source is fixed on a rail;

a train position determining module 502a configured to perform receiving of a correction value sent by a differential receiver bound to the transmission source, correct the first distance with the correction value, and determine a current position of the train according to a correction result; wherein the correction value is determined based on an actual distance of the differential receiver from the transmitting end and a second distance determined by the differential receiver based on the received ranging code signal sequence transmitted by the transmitting source.

In some possible embodiments, said determining a first distance to a transmission source based on a received ranging code signal sequence is performed, said first distance determining module 501a is configured to:

In some possible embodiments, performing the correcting the first distance using the correction value, the train position determination module 502a is configured to:

determining a first clock difference and a multipath error of the vehicle-mounted receiver and the transmission source according to the correction value; wherein the multipath error is determined by the location of the transmitting source and the differential receiver.

Determining a distance error according to the product of the first clock difference and the speed of light;

and correcting the first distance by using the multipath error and the distance error.

In some possible embodiments, the train has position coordinates of each transmission source pre-stored therein, the transmission source synchronously transmits the unique identifier of the transmission source when transmitting the ranging code sequence, and the train position determining module 502a is configured to determine the current position of the vehicle according to the correction result and the position coordinates of the transmission source:

and determining the current position of the vehicle according to the driving direction, the correction result and the position coordinates of the emission source.

Based on the same inventive concept, the embodiment of the present application further provides a vehicle positioning apparatus 500b, as specifically shown in fig. 5b, including:

a second distance determining module 501b configured to perform a second distance determination with a transmission source based on a received ranging code signal sequence transmitted by the transmission source; wherein the ranging code signal sequence is transmitted by the transmitting source, and the transmitting source is fixed on a rail;

a correction value sending module 502b configured to perform determining a correction value according to the ranging code signal sequence and send the correction value to the train; wherein the correction value is used for correcting the real-time position of the train, and the correction value is determined based on the actual distance between the differential receiver and the transmitting end and the second distance.

In some possible embodiments, the correction value is determined by:

determining a second clock difference with the transmission source according to the actual distance and the second distance;

and taking the synchronous pulse signal and the clock counter as the correction value.

The electronic device 130 according to this embodiment of the present application is described below with reference to fig. 6. The electronic device 130 shown in fig. 6 is only an example, and should not bring any limitation to the functions and the scope of use of the embodiments of the present application.

As shown in fig. 6, the electronic device 130 is represented in the form of a general electronic device. The components of the electronic device 130 may include, but are not limited to: the at least one processor 131, the at least one memory 132, and a bus 133 that connects the various system components (including the memory 132 and the processor 131).

Bus 133 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a processor, or a local bus using any of a variety of bus architectures.

The memory 132 may include readable media in the form of volatile memory, such as Random Access Memory (RAM)1321 and/or cache memory 1322, and may further include Read Only Memory (ROM) 1323.

Memory 132 may also include a program/utility 1325 having a set (at least one) of program modules 1324, such program modules 1324 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which, or some combination thereof, may comprise an implementation of a network environment.

The electronic device 130 may also communicate with one or more external devices 134 (e.g., keyboard, pointing device, etc.), with one or more devices that enable a user to interact with the electronic device 130, and/or with any devices (e.g., router, modem, etc.) that enable the electronic device 130 to communicate with one or more other electronic devices. Such communication may occur via input/output (I/O) interfaces 135. Also, the electronic device 130 may communicate with one or more networks (e.g., a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network, such as the internet) via the network adapter 136. As shown, network adapter 136 communicates with other modules for electronic device 130 over bus 133. It should be understood that although not shown in the figures, other hardware and/or software modules may be used in conjunction with electronic device 130, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, among others.

In an exemplary embodiment, a computer-readable storage medium comprising instructions, such as the memory 132 comprising instructions, executable by the processor 131 of the apparatus 400 to perform the above-described method is also provided. Alternatively, the computer readable storage medium may be a ROM, a Random Access Memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, and the like.

In an exemplary embodiment, there is also provided a computer program product comprising computer programs/instructions which, when executed by the processor 131, implement any of the vehicle positioning methods as provided herein.

In exemplary embodiments, various aspects of a vehicle localization method provided herein may also be embodied in the form of a program product including program code for causing a computer device to perform the steps of a vehicle localization method according to various exemplary embodiments of the present application described above in this specification when the program product is run on the computer device.

The program product may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

The program product for vehicle localization of the embodiments of the present application may employ a portable compact disc read only memory (CD-ROM) and include program code, and may be run on an electronic device. However, the program product of the present application is not limited thereto, and in this document, a readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

A readable signal medium may include a propagated data signal with readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A readable signal medium may also be any readable medium that is not a readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

Program code embodied on a readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

Program code for carrying out operations of the present application may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C + + or the like and conventional procedural programming languages, such as the PowerPC programming language or similar programming languages. The program code may execute entirely on the consumer electronic device, partly on the consumer electronic device, as a stand-alone software package, partly on the consumer electronic device and partly on a remote electronic device, or entirely on the remote electronic device or server. In the case of remote electronic devices, the remote electronic devices may be connected to the consumer electronic device through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external electronic device (e.g., through the internet using an internet service provider).

It should be noted that although several units or sub-units of the apparatus are mentioned in the above detailed description, such division is merely exemplary and not mandatory. Indeed, the features and functions of two or more units described above may be embodied in one unit, according to embodiments of the application. Conversely, the features and functions of one unit described above may be further divided into embodiments by a plurality of units.

Further, while the operations of the methods of the present application are depicted in the drawings in a particular order, this does not require or imply that these operations must be performed in this particular order, or that all of the illustrated operations must be performed, to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step execution, and/or one step broken down into multiple step executions.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable image scaling apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable image scaling apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable image scaling apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable image scaling device to cause a series of operational steps to be performed on the computer or other programmable device to produce a computer implemented process such that the instructions which execute on the computer or other programmable device provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

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Vehicle positioning method and related device

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