CN110149587A

CN110149587A - A kind of high-speed rail localization method and device based on mobile communication

Info

Publication number: CN110149587A
Application number: CN201810129104.0A
Authority: CN
Inventors: 黄剑锋
Original assignee: Beijing Shenzhou Taiyue Software Co Ltd
Current assignee: Beijing Shenzhou Taiyue Software Co Ltd
Priority date: 2018-02-08
Filing date: 2018-02-08
Publication date: 2019-08-20
Anticipated expiration: 2038-02-08
Also published as: CN110149587B

Abstract

The embodiment of the present application discloses a kind of high-speed rail localization method and device based on mobile communication, in this method, obtains each sampled point of known longitude and latitude on high-speed rail route to be positioned；When being separately operable according to high-speed rail to each sampled point, mobile terminal in the high-speed rail receives the level intensity of serving cell signal, the level mean value that mobile terminal receives the level intensity of serving cell signal is calculated, and calculates the corresponding rolling average level intensity of sampling point sequence；Draw the power mileage schematic diagram including level mean value line and Moving Average；Obtain power mileage schematic diagram medium wave peak and the trough longitude and latitude with the intersection point of level mean value line respectively；According to known high-speed rail kinematic parameter, positioning is carried out to the position between the intersection point and is filled up.The trough and wave crest obtained in power mileage schematic diagram according to Moving Average and level mean value line has relatively stable position feature, and therefore, scheme disclosed in the embodiment of the present application improves the accuracy to high-speed rail positioning.

Description

High-speed rail positioning method and device based on mobile communication

Technical Field

The present application relates to the field of mobile communications technologies, and in particular, to a high-speed rail positioning method and apparatus based on mobile communications.

Background

In recent years, with the comprehensive development of the high-speed rail technology in China, the blowout type high-speed growth of the construction of the over-high-speed rail appears. Data published by the national statistical office show that the national high-speed rail mileage reaches 2.3 kilometers by 2016 years and is planned to reach 3 kilometers by 2020 years. Among them, most of passengers riding in high-speed rails are clients of the mobile internet, and in order to improve the mobile communication quality, the mobile communication network applied to the high-speed rails needs to be optimized. In order to improve the mobile communication quality, it is necessary to analyze a network problem generated when a high-speed rail operates on a high-speed rail line. In addition, in the running process of the high-speed rail, the level signal received by the mobile terminal on the high-speed rail changes along with the running process. In order to analyze the network problem, it is usually necessary to determine the positions of the mobile terminals on the high-speed rail when receiving the signals of various levels. And determining the position of the mobile terminal on the high-speed rail when receiving each level signal, namely positioning the high-speed rail.

In the prior art, when positioning a high-speed rail, the following two schemes are generally adopted. The first scheme is a satellite positioning scheme in which a satellite positioning receiving antenna is provided in a high-speed rail car, and the satellite positioning receiving antenna is used for receiving a satellite positioning signal transmitted by an external satellite positioning device and realizing positioning according to the satellite positioning signal. In the specific operation process of the scheme, firstly, a cell corresponding to the mobile terminal on the high-speed rail and the geographical position of the cell are determined, and then the position of the high-speed rail is determined according to the level intensity received by the mobile terminal on the high-speed rail and the geographical position of the cell, so that the positioning of the high-speed rail is realized.

However, in the research process of the present application, the inventor finds that when the first scheme is adopted to perform high-speed rail positioning, a satellite positioning signal penetrates through a high-speed rail carriage, loss is often generated in the process of reaching a satellite positioning receiving antenna, and the satellite positioning receiving antenna cannot receive the satellite positioning signal when the high-speed rail runs to some special areas (such as urban elevated bridge bottoms, mountain dense forests, mountain canyons, tunnels and the like). In addition, in order to improve the signal quality of the mobile terminal, currently, each cell is gradually modified, before modification, only one Radio Remote Unit (RRU) is set in each cell, and after modification, at present, one cell is configured with more than three RRUs, each RRU forms a combined cascade structure to cover a Radio signal, and when a high-speed rail operates in the coverage of the Radio signal of the same cell, the same or similar level strengths often repeat many times in the coverage of the cell, and in this case, if a second scheme is adopted to perform high-speed rail positioning, a larger positioning error often occurs.

That is to say, the prior art has the problem that the positioning accuracy is not enough and the positioning accuracy is poor when positioning the high-speed rail.

Disclosure of Invention

In order to solve the problems of insufficient positioning precision and poor positioning accuracy when a high-speed rail is positioned by using the prior art, the application discloses a high-speed rail positioning method and device based on mobile communication through the following embodiments.

In a first aspect of the present invention, a high-speed rail positioning method based on mobile communication is disclosed, which comprises:

acquiring each sampling point of known longitude and latitude on a high-speed rail to be positioned;

when the high-speed rail runs to each sampling point respectively, the mobile terminal on the high-speed rail receives the level intensity of the signal of the service cell, calculates the level average value of the level intensity of the signal of the service cell received by the mobile terminal, and calculates the moving average level intensity corresponding to the sampling point sequence;

drawing a power mileage schematic diagram comprising a level mean line and a moving average line according to the longitude and latitude, the level mean and the moving average level intensity of each sampling point, wherein the horizontal coordinates of the level mean line and the moving average line are positions on the high-speed rail line, and the vertical coordinates of the level mean line and the moving average line are level intensity;

determining a peak of the moving average line located in a part above the level mean line and a trough of the moving average line located in a part below the level mean line in the power mileage schematic diagram, and acquiring longitude and latitude of intersection points of the peak and the trough and the level mean line respectively;

and according to the known high-speed rail motion parameters, positioning and filling the positions between the intersection points.

Optionally, the determining that, in the power mileage map, the moving average line is located at a peak in a portion above the level average line, and the moving average line is located after a trough in a portion below the level average line further includes:

calculating the power mileage area of the peak according to the following formula:

wherein A is^P(i)Represents the power mileage area of a peak P (i), R(s) represents the moving average level intensity received by the mobile terminal when the high-speed rail runs to a certain position,level mean, v, representing the intensity of the level at which the mobile terminal receives the serving cell signal^P(i)(t) represents the speed of the high-speed rail when it is operating at the position corresponding to the peak p (i);

calculating the power mileage area of the trough according to the following formula:

wherein A is^T(j)Represents the power mileage area of the trough T (j), R(s) represents the moving average level intensity received by the mobile terminal when the high-speed rail runs to a certain position,level mean, v, representing the intensity of the level at which the mobile terminal receives the serving cell signal^T(j)(t) represents the speed of the high-speed rail when operating at the position corresponding to the trough T (j);

sequencing the power mileage areas of the wave crests and the wave troughs obtained by calculation, wherein the wave crest of the power mileage area arranged at the front K is a TOP K wave crest, the wave trough of the power mileage area arranged at the front K is a TOP K wave trough, and K is a preset positive integer;

the obtaining of the longitude and latitude of the intersection point of the peak and the trough and the level mean line respectively includes:

and acquiring the longitude and latitude of the intersection points of the TOP K wave crest and the TOP K wave trough and the level mean line respectively.

Optionally, after obtaining each sampling point of the known longitude and latitude on the high-speed railway to be positioned, the method further includes:

respectively acquiring each mileage subsection of each service cell for providing data service for the high-speed railway;

determining the mileage subsection with the longest single continuous service mileage of the same service cell as a main service zone;

wherein, the calculating the level mean value of the level intensity of the mobile terminal receiving the serving cell signal and calculating the moving average level intensity corresponding to the sampling point sequence includes:

and calculating the level average value of the level intensity of the received service cell signal when the mobile terminal is in the main service zone, and calculating the moving average level intensity corresponding to the sampling point sequence when the mobile terminal is in the main service zone.

Optionally, after obtaining the intersections between the troughs and the peaks and the level mean line, the method further includes:

and positioning and filling the position of the non-main service band according to the known high-speed rail motion parameters and the level strength of the mobile terminal respectively receiving the service cell signal and the adjacent cell signal.

Optionally, the calculating the moving average level strength corresponding to the sampling point sequence includes:

when the high-speed rail runs to each sampling point on the high-speed rail line respectively, the mobile terminal on the high-speed rail receives the level intensity of a service cell signal, and a level intensity position sequence corresponding to the sampling point sequence is obtained, wherein the level intensity position sequence is as follows:

wherein,represents the high-speed rail running to a sampling point L_nWhen the mobile terminal receives the level intensity of the serving cell signal, n is a positive integer;

according to the preset moving time period number M and the level intensity position sequence, calculating the moving average level intensity corresponding to each sampling point by the following formulaObtaining the moving average level intensity corresponding to the sampling point sequence:

if N is less than or equal to M,

if N is greater than M, then,

wherein M and N are both positive integers.

Optionally, the method further includes:

if the high-speed rail runs on the high-speed rail line again, drawing a power mileage schematic diagram for the high-speed rail again;

acquiring a new peak and a new trough according to the power mileage schematic diagram drawn again;

according to the level characteristics of the serving cell signal and the adjacent cell signal received by the mobile terminal when the mobile terminal is positioned at the new wave crest and the new wave trough, matching the TOP K wave crest and the TOP K wave trough;

determining a target intersection point according to the TOP K wave crest matched with the new wave crest, and determining a target intersection point according to the TOP K wave trough matched with the new wave trough;

and positioning the high-speed rail according to the positioning and filling result of the positions between the target intersection points.

In a second aspect of the present invention, a high-speed rail positioning device based on mobile communication is disclosed, comprising:

the sampling point acquisition module is used for acquiring each sampling point with known longitude and latitude on the high-speed rail to be positioned;

the level calculation module is used for calculating the level average value of the level intensity of the mobile terminal receiving the service cell signals according to the level intensity of the mobile terminal receiving the service cell signals on the high-speed rail when the high-speed rail runs to each sampling point respectively, and calculating the moving average level intensity corresponding to the sampling point sequence;

the drawing module is used for drawing a power mileage schematic diagram comprising a level mean line and a moving average line according to the longitude and latitude, the level mean value and the moving average level intensity of each sampling point, wherein the abscissa of the level mean line and the moving average line is the position on the high-speed rail line, and the ordinate is the level intensity;

an intersection point obtaining module, configured to determine a peak of the moving average line located in a portion above the level average line and a trough of the moving average line located in a portion below the level average line in the power mileage schematic diagram, and obtain longitude and latitude of an intersection point between the peak and the trough and the level average line;

and the positioning and filling module is used for positioning and filling the positions between the intersection points according to the known high-speed rail motion parameters.

Optionally, the method further includes:

a first area calculating module, configured to determine a peak in the graph, where the moving average line is located in a portion above the level average line, and after the moving average line is located in a trough in a portion below the level average line, calculate a power mileage area of the peak according to the following formula:

the second area calculation module is used for calculating the power mileage area of the trough according to the following formula:

wherein A is^T(j)Represents the power mileage area of the trough T (j), R(s) represents the moving average level intensity received by the mobile terminal when the high-speed rail runs to a certain position,level mean, v, representing the intensity of the level at which the mobile terminal receives the serving cell signal^T(j)(T) indicates that the high-speed rail is at a trough T (j)) Speed at which the corresponding location operates;

the sorting module is used for sorting the calculated power mileage areas of the wave crests and the wave troughs, wherein the wave crest of the power mileage area arranged at the TOP K is a TOP K wave crest, the wave trough of the power mileage area arranged at the TOP K is a TOP K wave trough, and K is a preset positive integer;

the intersection point acquisition module is used for acquiring the longitude and latitude of the intersection point of the TOP K wave crest and the TOP K wave trough and the level mean line respectively.

Optionally, the method further includes:

the mileage segmentation acquisition module is used for acquiring each mileage segmentation for providing data service for the high-speed railway by each service cell after acquiring each sampling point with known longitude and latitude on the high-speed railway to be positioned;

the main service zone module is used for determining the mileage section with the longest single continuous service mileage in the same service cell as a main service zone;

the level calculation module is used for calculating a level average value of the level intensity of the received service cell signal when the mobile terminal is in the main service zone, and calculating the moving average level intensity corresponding to the sampling point sequence when the mobile terminal is in the main service zone.

Optionally, the method further includes:

and the non-main service band positioning module is used for positioning and filling the position of the non-main service band according to the known high-speed rail motion parameters and the level intensity of the mobile terminal respectively receiving the signal of the service cell and the signal of the adjacent cell after acquiring the intersection points of the trough and the peak and the level mean line.

According to the scheme disclosed by the embodiment of the application, the power mileage schematic diagram comprising the level mean line and the moving average line can be obtained; then determining a wave crest of a moving average line in a part above the level mean line and a wave trough of the moving average line in a part below the level mean line in the power mileage schematic diagram, and acquiring longitude and latitude of intersection points of the wave trough and the wave crest and the level mean line respectively; and then positioning and filling the positions between the intersection points through the known high-speed rail motion parameters.

The inventor finds that the moving average line obtained by receiving the level intensity of the serving cell signal generally keeps better stationarity and similarity relative to the waveform shape of the mileage of the high-speed railway through a large amount of statistical analysis on the high-speed railway test data. Correspondingly, the trough and the peak obtained according to the moving average line and the level mean line in the power mileage schematic diagram also have more stable position characteristics. Therefore, the intersection points of the wave troughs and the wave crests and the level mean line can be used as ideal positioning anchor points. Then, according to the known high-speed rail motion parameters, the positions between the intersection points are positioned and filled, and each position between the intersection points can be determined. In this case, according to the scheme of the embodiment of the present application, the position of the high-speed rail can be determined when the mobile terminal receives the level strength of each cell signal on the high-speed rail, so as to implement positioning. Compared with the prior art, the high-speed rail positioning method based on mobile communication disclosed by the embodiment of the application improves the accuracy of high-speed rail positioning.

Drawings

In order to more clearly explain the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious to those skilled in the art that other drawings can be obtained according to the drawings without any creative effort.

Fig. 1 is a schematic workflow diagram of a high-speed rail positioning method based on mobile communication according to an embodiment of the present application;

fig. 2 is a schematic diagram illustrating line mileage modeling of a high-speed rail in a high-speed rail positioning method based on mobile communication according to an embodiment of the present application;

fig. 3(a) is a schematic diagram of a received level scatter in a high-speed rail positioning method based on mobile communication according to an embodiment of the present application;

fig. 3(b) is a schematic power mileage diagram of a high-speed rail positioning method based on mobile communication according to an embodiment of the present application;

fig. 4 is a schematic workflow diagram of another high-speed rail positioning method based on mobile communication according to an embodiment of the present application;

fig. 5 is a schematic workflow diagram of another high-speed rail positioning method based on mobile communication according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of a high-speed rail positioning apparatus based on mobile communication according to an embodiment of the present application.

Detailed Description

A first embodiment of the present application discloses a high-speed rail positioning method based on mobile communication, and referring to a work flow diagram shown in fig. 1, the high-speed rail positioning method based on mobile communication disclosed in the embodiment of the present application includes the following steps:

and step S11, acquiring each sampling point of the known longitude and latitude on the high-speed rail to be positioned.

When a mobile terminal on a high-speed rail performs a communication service, it may measure, by using a dedicated measurement device, the level strength of each cell signal received by the mobile terminal, where a cell performing a data service with the mobile terminal is a serving cell, and a neighboring cell is a cell which has a stronger strength (for example, greater than a preset level strength threshold value) for receiving the cell signal by the mobile terminal although the mobile terminal does not perform the data service with the mobile terminal.

In the embodiment of the application, in order to position a high-speed rail, each sampling point with known longitude and latitude on a high-speed rail line to be positioned needs to be acquired. The longitude and latitude of each sampling point can be acquired through a satellite positioning system, and in addition, if the number of the sampling points acquired according to the satellite positioning system is small, more sampling points can be acquired according to the sampling points acquired by the satellite positioning system and through an existing position interpolation algorithm.

Of course, the sampling points with known longitude and latitude may also be obtained in other manners, which is not limited in the embodiment of the present application.

Step S12, when the high-speed rail runs to each sampling point respectively, the mobile terminal on the high-speed rail receives the level intensity of the service cell signal, calculates the level average value of the level intensity of the mobile terminal receiving the service cell signal, and calculates the moving average level intensity corresponding to the sampling point sequence.

The serving cell refers to a cell performing a data service with a mobile terminal. In addition, sequencing each sampling point according to the longitude and latitude of the sampling point to obtain a sampling point sequence.

And step S13, drawing a power mileage schematic diagram comprising a level mean line and a moving average line according to the longitude and latitude, the level mean and the moving average level intensity of each sampling point, wherein the abscissa of the level mean line and the moving average line is the position on the high-speed rail line, and the ordinate is the level intensity.

In order to realize the drawing of the level mean line and the moving average line, the projection processing needs to be carried out on the high-speed rail line.

In the embodiment of the application, the line mileage of the high-speed rail can be modeled by referring to the level mean line and the moving average line when drawing the level mean line and the moving average line. The line mileage modeling of the high-speed rail is shown in fig. 2. In fig. 2, the high-speed rail station a and the high-speed rail station B are two adjacent high-speed rail stations in a high-speed rail line, the operating line between the two high-speed rail stations is divided into a plurality of broken-line miles, and when the high-speed rail operates on each broken-line mileage, the high-speed rail keeps operating in a straight line, in which case, the following formula can be obtained:

wherein,the line mileage between the high-speed rail station A and the high-speed rail station B is represented;the length of the ith broken line mileage is expressed when the direction from the high-speed rail station A to the high-speed rail station B runs;the length of the jth broken line mileage when the direction from the high-speed rail station B to the high-speed rail station A runs is shown;represents the total number of broken-line miles between high-speed rail station a and high-speed rail station B.

Accordingly, the line mileage modeling of any high-speed rail line can be determined to follow the following formula:

wherein L is^KRepresenting the line mileage of a high-speed rail line operated by the high-speed rail;representing a line range between adjacent pairs of high-speed rail stations (X, Y) in the high-speed rail line (i.e. a line range between adjacent high-speed rail stations X and Y);representing the complete set of pairs of adjacent high-speed rail stations in the K-th high-speed rail line of high-speed rail operation.

Accordingly, it is considered that the high-speed railway is composed of a series of broken line segments connected by adjacent end points. Under the condition, after sampling points with known longitude and latitude are obtained, the sampling points are projected onto corresponding broken line segments to obtain projection points of each sampling point projected onto the broken line segments of the high-speed rail, the projection points are the advancing position points of the sampling points in the high-speed rail, and the abscissa of each sampling point is determined according to the projection points. And then drawing a corresponding level mean value line and a corresponding moving average line according to the level mean value and the moving average level intensity corresponding to the sampling point.

Step S14, determining a peak of the moving average line located above the level mean line and a trough of the moving average line located below the level mean line in the power mileage diagram, and obtaining the longitude and latitude of the intersection of the peak and the trough and the level mean line respectively.

Wherein, through carrying out circuit test to the high-speed railway many times, discovery trough and crest respectively have stable position characteristic with the nodical of level mean line, can regard as the location anchor point in this application embodiment. And the longitude and latitude of each intersection point can be obtained through the abscissa of the intersection point in the power mileage schematic diagram.

In order to clarify how the positioning anchor point is acquired, it is explained below by fig. 3(a) and 3(b), respectively. Fig. 3(a) and 3(b) have a cell 152715393 as a serving cell.

Referring to a schematic diagram of the received electrical level scatters shown in fig. 3(a), in the diagram, the ordinate is electrical level intensity, the abscissa is a position on the high-speed rail line, and each scatters in fig. 3(a) is obtained according to the longitude and latitude of each sampling point and the electrical level intensity of each sampling point for receiving the serving cell signal, where the ordinate of each scatters is the electrical level intensity of its corresponding sampling point for receiving the serving cell signal, and the abscissa is the position of its corresponding sampling point on the high-speed rail line.

In this case, the level mean of the level intensity of the signal of the serving cell received by the mobile terminal and the moving average level intensity corresponding to the sampling point sequence are calculated, and then fig. 3(b) can be obtained according to the level mean and the moving average level intensity. Fig. 3(b) is a schematic diagram of power mileage during operation of a high-speed rail, which includes a level mean line, and a curve of fluctuation in the diagram is a moving average line. The abscissa of fig. 3(b) represents the position on the high-speed rail line, and the ordinate represents the level intensity.

In fig. 3(B), the intersections of the first large peak and the level mean line are a and B, the intersections of the second large peak and the level mean line are a and O, the intersections of the third large peak and the level mean line are D and F, the intersections of the first large valley and the level mean line are C and D, and the intersections of the second large valley and the level mean line are F and E.

That is, intersections of the valleys and the peaks with the level-average line are O, A, B, C, D, E and F, respectively, and these intersections can be used as positioning anchors.

And step S15, positioning and filling the positions between the intersection points according to the known high-speed rail motion parameters.

After positioning and filling, specific positions on the high-speed rail corresponding to the abscissa of each point in the power mileage schematic diagram can be determined, so that the positions of the mobile terminals on the high-speed rail when receiving each level signal are determined, and positioning of the high-speed rail is realized. Specifically, the positions between the intersections can be located and filled in the following manner.

Wherein the known high-speed rail motion parameters include: and the constant running speed of the high-speed rail.

The high-speed rail often undergoes several stages of acceleration operation, constant speed operation and deceleration stop during operation, wherein the time spent in the acceleration operation stage and the deceleration stop stage is usually short and can be ignored, so that the operation process of the high-speed rail between two positions is set to be constant speed motion, wherein the constant speed operation speed of the high-speed rail is known.

Under the condition, the mileage between two adjacent intersection points can be determined according to the abscissa of the two adjacent intersection points, and then the positions of the high-speed rail at all times during running between the two adjacent intersection points can be determined by combining the constant running speed of the high-speed rail, so that the positioning and filling of the positions between the intersection points are realized.

Alternatively, the known high-speed rail motion parameters include: and the constant running speed and acceleration of the high-speed rail.

In this case, various stages in the operation of the high-speed rail are considered. The high-speed rail may experience phases of acceleration operation and deceleration stop during operation, and the absolute values of the acceleration of the high-speed rail in the acceleration operation phase and the deceleration stop phase are the same in order to improve the comfort of passengers. In this case, the time taken by the high-speed rail in the acceleration operation stage (i.e., acceleration time) and the time taken by the deceleration stop stage (i.e., deceleration time) may be determined based on the constant speed operation speed and acceleration of the high-speed rail, and the time taken by the high-speed rail in the constant speed movement stage may be determined based on the mileage between two high-speed rail stations.

Then, according to the starting time of the high-speed rail, the stage of the high-speed rail at each time can be determined, for example, if the difference between a certain time and the starting time is less than the acceleration time, the high-speed rail is in the acceleration stage, and according to the acceleration of the high-speed rail, the position of the high-speed rail at the time can be determined. Therefore, the positions of the high-speed rails at all times when the high-speed rails run between the two adjacent intersection points can be determined, and the positions between the intersection points can be located and filled.

Through the operations from step S11 to step S15 in the embodiment of the present application, a power mileage diagram including a level mean line and a moving average line can be obtained; then determining a wave crest of a moving average line in a part above the level mean line and a wave trough of the moving average line in a part below the level mean line in the power mileage schematic diagram, and acquiring longitude and latitude of intersection points of the wave trough and the wave crest and the level mean line respectively; and then positioning and filling the positions between the intersection points through the known high-speed rail motion parameters.

Through a large amount of statistical analysis on the test data of the high-speed rail, the moving average line obtained by receiving the level intensity of the serving cell signal generally keeps better stationarity and similarity relative to the waveform form of the mileage of the high-speed rail. Correspondingly, the trough and the peak obtained according to the moving average line and the level mean line in the power mileage schematic diagram also have more stable position characteristics. Therefore, the intersection points of the wave troughs and the wave crests and the level mean line can be used as ideal positioning anchor points. Then, according to the known high-speed rail motion parameters, the positions between the intersection points are positioned and filled, and each position between the intersection points can be determined. In this case, according to the scheme of the embodiment of the present application, the position of the high-speed rail can be determined when the mobile terminal receives the level strength of each cell signal on the high-speed rail, so as to implement positioning. Compared with the prior art, the high-speed rail positioning method based on mobile communication disclosed by the embodiment of the application improves the accuracy of high-speed rail positioning.

Further, in the method for locating a high-speed rail based on mobile communication disclosed in the embodiment of the present application, the determining that the moving average line is located at a peak in a portion above the level-average line and the moving average line is located after a trough in a portion below the level-average line in the power mileage diagram further includes:

and sequencing the power mileage areas of the wave crests and the wave troughs obtained by calculation, wherein the wave crest of the power mileage area arranged at the front K is a TOP K wave crest, the wave trough of the power mileage area arranged at the front K is a TOP K wave trough, and K is a preset positive integer.

The specific value of K may be set according to actual conditions, for example, K may be set to two.

In this case, the obtaining of the longitude and latitude of the intersection point of each of the peak and the trough and the level mean line refers to obtaining the longitude and latitude of the intersection point of each of the TOP K peak and the TOP K trough and the level mean line.

Through a large amount of statistical analysis on the high-speed rail test data, it is found that the moving average line obtained by receiving the level strength of the serving cell signal generally maintains better stationarity and similarity relative to the waveform form of the high-speed rail mileage, that is, the positions of peaks and troughs appearing in the power mileage diagram are generally more stable. Furthermore, the positions of the TOPK wave crest and the TOPK wave trough are more stable.

Through the steps, the TOP K wave peak and the TOP K wave trough can be determined, and the intersection point of the TOP K wave peak and the TOP K wave trough and the level mean value line is obtained.

Referring to fig. 3(b), the graph includes three peaks and two troughs, and after the calculation is performed through the above steps, the power mileage area according to the peaks can be determined to be sorted, the three peaks are sequentially a second large peak, a first large peak and a third large peak, the power mileage area according to the troughs is sorted, and the two troughs are sequentially a first large trough and a first large trough.

In this case, if K is two, the TOP K peak is the first large peak and the second large peak, and the TOP K trough is the first large trough and the second large trough, respectively.

In order to clarify the implementation process of each step, fig. 4 is disclosed, and referring to a workflow diagram shown in fig. 4, an embodiment of the present application includes the following steps:

s21, acquiring each sampling point of the known longitude and latitude on the high-speed rail to be positioned;

step S22, when the high-speed rail runs to each sampling point respectively, the mobile terminal on the high-speed rail receives the level intensity of the service cell signal, calculates the level average value of the level intensity of the mobile terminal receiving the service cell signal, and calculates the moving average level intensity corresponding to the sampling point sequence;

step S23, drawing a power mileage schematic diagram comprising a level mean line and a moving average line according to the longitude and latitude, the level mean and the moving average level intensity of each sampling point, wherein the abscissa of the level mean line and the moving average line is the position on the high-speed rail line, and the ordinate is the level intensity;

the operation process of steps S21 to S23 is the same as the operation process of steps S11 to S13, and reference may be made to these operations, which are not repeated herein.

Step S24, determining that in the graph, the moving average line is located at a peak in a portion above the level average line, and the moving average line is located at a trough in a portion below the level average line.

Step S25, calculating the power mileage area of the peak according to the following formula:

step S26, calculating the power mileage area of the trough according to the following formula:

wherein A is^T(j)Represents the power mileage area of the trough T (j), and R(s) represents the high-speed railThe moving average level strength received by the mobile terminal when the mobile terminal is operated to a certain position,level mean, v, representing the intensity of the level at which the mobile terminal receives the serving cell signal^T(j)(t) represents the speed of the high-speed rail when operating at the position corresponding to the trough T (j);

step S27, sequencing the power mileage areas of the calculated wave crests and wave troughs, wherein the wave crest of the power mileage area arranged at the front K is a TOP K wave crest, the wave trough of the power mileage area arranged at the front K is a TOP K wave trough, and K is a preset positive integer;

and step S28, acquiring the longitude and latitude of the intersection points of the TOP K wave crest and the TOP K wave trough and the level mean line respectively.

And step S29, positioning and filling the positions between the intersection points according to the known high-speed rail motion parameters.

The operation process of step S29 is the same as the operation process of step S15, and reference may be made to the operation process, which is not repeated herein.

Through the operations in the steps S21 to S29, after the power mileage diagram is obtained, the TOP K peak and the TOP K trough formed by the level mean line and the moving average line can be obtained, and then the intersections of the TOP K peak and the TOP K trough and the level mean line are respectively used as positioning anchor points. In the power mileage schematic diagram, the TOP K wave crest and the TOP K wave trough are more stable, and in this case, the acquired intersection point has more stable characteristics, so that the positioning accuracy can be further improved.

In addition, when the power mileage area of the peak is calculated by the above steps, formula (1) is applied. In the embodiment of the present application, the ith peak is set as the peak p (i), and the integral of the peak p (i) and the mileage thereof is used as the power mileage area a of the peak p (i)^P(i)Then the following formula can be obtained:

further, ds is expressed as a velocity function v corresponding to the peak P (i)^P(i)(t) differentiation from the travel time t, the following equation is obtained:

thereby obtaining formula (1)

Wherein v is^P(i)And (t) can be obtained through a plurality of previous high-speed rail tests, so that the power mileage area of each wave peak can be calculated through the formula (1).

Correspondingly, the jth peak is set as a trough T (j), and the integral of the trough T (j) and the mileage thereof is used as the power mileage area A of the trough T (j)^T(j)Then the following formula can be obtained:

further, ds is expressed as a speed function v corresponding to a trough T (j)^T(j)(t) differentiation from the travel time t, the following equation is obtained:

thereby obtaining formula (2).

Wherein v is^T(j)And (t) can be obtained through a plurality of previous high-speed rail tests, so that the power mileage area of each wave peak can be calculated through the formula (2).

During the operation of a high-speed rail, a plurality of service cells are generally required to respectively provide data services for the mobile terminal on the high-speed rail, wherein a single continuous service mileage of each service cell is a service band, and the longest distance in the service band is a main service band. For example, during the operation of a certain high-speed rail, data service is first provided by the a cell (that is, the a cell is a serving cell), and the mileage of the a cell providing the data service is segmented into L1 mileage, that is, the single continuous service mileage of the a cell is L1 mileage; then, switching from the cell a to the cell B, providing data service through the cell B (that is, the cell B is a serving cell), and segmenting the mileage of the data service provided by the cell B into L2 mileage, i.e., the single continuous service mileage of the cell B is L2 mileage; then, switching from the cell B to the cell C, providing data service through the cell C (that is, the cell C is a serving cell), and segmenting the mileage of the data service provided by the cell C into L3 mileage, i.e., the single continuous service mileage of the cell C is L3 mileage; and switching from the cell C to the cell A, providing data service through the cell A (that is, the cell A is a serving cell), and segmenting the mileage of the data service provided by the cell A into L4 mileage, namely, the single continuous service mileage of the cell A also comprises L4 mileage. In this case, L1, L2, L3, and L4 are each a service zone, and if the mileage of L4 is the longest among these four service zones, L4 is the main service zone, and the other service zones are non-main service zones.

When determining the starting position and the ending position of each service zone, determining the cut-in point position and the cut-out point position of the mobile terminal in each service zone according to the level strength of signals of the service zone and the adjacent cells received by the mobile terminal, wherein the cut-in point position of the service zone is the starting position of the service zone, and the cut-out point position of the service zone is the ending position of the service zone.

Through the special measuring equipment, the level intensity of the mobile terminal for receiving the signal of the service cell can be measured, and the level intensity of the mobile terminal for receiving the signal of the adjacent cell can be obtained. In this case, the cut-in point position and the cut-out point position of the mobile terminal in each service zone can be determined based on the level strengths of the signals of the serving cell and the neighboring cells received by the mobile terminal. For example, when it is detected that the level strength of the signal of the serving cell received by the mobile terminal is smaller than a first threshold value and the level strength of the signal of the neighboring cell received by the mobile terminal is larger than a second threshold value, it may be determined that the mobile terminal is about to perform handover of the serving cell, and the neighboring cell may be used as the serving cell after the handover.

In this case, in the high-speed rail positioning method based on mobile communication disclosed in the embodiment of the present application, after obtaining each sampling point of the known longitude and latitude on the high-speed rail to be positioned, the method further includes:

and determining the mileage subsection with the longest single continuous service mileage of the same service cell as a main service zone.

Through the steps, the main service zone can be obtained, and correspondingly, other service zones are non-main service zones.

Through the operations of step S11 through step S15, a power mileage map including a level mean line and a moving average line through which positioning is achieved can be drawn. In the operations from step S11 to step S15, sampling points on each service band may be obtained, a power mileage diagram corresponding to each service band is respectively drawn according to the sampling points on each service band, and positioning is achieved according to a level mean line and a moving mean line included in the power mileage diagram.

In addition, because the mileage of the main service zone is the longest, a sampling point on the main service zone can be obtained, a power mileage schematic diagram corresponding to the main service zone is obtained according to the sampling point of the main service zone, and correspondingly, an intersection point serving as a positioning anchor point is also located on the main service zone. In this case, the step S12 of calculating a level average of the level strengths of the signals of the serving cells received by the mobile terminal and calculating the moving average level strength corresponding to the sequence of sampling points includes:

In this case, in step S12, the average level and the mobile terminal strength of the high-speed rail when operating in the main service zone are obtained, and the intersection point obtained in step S14 is also located in the main service zone.

Further, in order to implement positioning of a non-main service zone, in this embodiment of the application, after obtaining intersections between the troughs and the peaks and the level mean line, the method further includes:

In order to clarify the implementation process of each step, fig. 5 is disclosed, and referring to a workflow diagram shown in fig. 5, an embodiment of the present application includes the following steps:

and step S31, acquiring each sampling point of the known longitude and latitude on the high-speed rail to be positioned.

And step S32, respectively obtaining each mileage subsection of each service cell for providing data service for the high-speed railway, and determining the mileage subsection with the longest single continuous service mileage of the same service cell as a main service zone.

Step S33, according to the situation that when the high-speed rail runs to each sampling point respectively, the mobile terminal on the high-speed rail receives the level intensity of the service cell signal, the level mean value of the level intensity of the service cell signal received when the mobile terminal is in the main service zone is calculated, and the moving average level intensity corresponding to the sampling point sequence when the mobile terminal is in the main service zone is calculated.

And step S34, drawing a power mileage schematic diagram comprising a level mean line and a moving average line according to the longitude and latitude, the level mean and the moving average level intensity of each sampling point, wherein the abscissa of the level mean line and the moving average line is the position on the high-speed rail line, and the ordinate is the level intensity.

Based on the operation of step S33, the level mean line and the moving average line in this step are the level mean line and the moving average line on the main service band, respectively.

Step S35, determining a peak of the moving average line located above the level mean line and a trough of the moving average line located below the level mean line in the power mileage diagram, and obtaining the longitude and latitude of the intersection of the peak and the trough and the level mean line respectively.

Based on the operation of step S33, in this step, the intersection is located on the main service zone.

And step S36, positioning and filling the positions between the intersection points according to the known high-speed rail motion parameters.

Wherein, because the intersection point is located on the main service zone, through this step, can realize the location to each position on the main service zone.

Step S37, according to the known high-speed rail motion parameters and the level strengths of the mobile terminal respectively receiving the serving cell signal and the neighboring cell signal, performing location padding on the position of the non-primary service zone.

According to the level intensity of the mobile terminal respectively receiving the signals of the serving cell and the adjacent cell, the approximate range of the non-main service zone where the high-speed rail is located can be determined.

For example, during the operation of a certain high-speed rail, data service is first provided by the a cell (that is, the a cell is a serving cell), and the mileage of the a cell providing the data service is segmented into L1 mileage, that is, the single continuous service mileage of the a cell is L1 mileage; then, switching from the cell a to the cell B, providing data service through the cell B (that is, the cell B is a serving cell), and segmenting the mileage of the data service provided by the cell B into L2 mileage, i.e., the single continuous service mileage of the cell B is L2 mileage; then, switching from the cell B to the cell C, providing data service through the cell C (that is, the cell C is a serving cell), and segmenting the mileage of the data service provided by the cell C into L3 mileage, i.e., the single continuous service mileage of the cell C is L3 mileage; and switching from the cell C to the cell A, providing data service through the cell A (that is, the cell A is a serving cell), and segmenting the mileage of the data service provided by the cell A into L4 mileage, namely, the single continuous service mileage of the cell A also comprises L4 mileage. In this case, L1, L2, L3, and L4 are each a service zone, and if the mileage of L4 is the longest among the four service zones, L4 is the main service zone, and the other service zones are non-main service zones.

In this example, if the mobile terminal uses the a cell as the serving cell and the level strength of the received B cell signal is strong, it may be determined that the high-speed rail operates on the non-primary service zone L1. Accordingly, if the mobile terminal uses the B cell as the serving cell and the level strength of the received C cell signal is strong, it may be determined that the high-speed rail operates on the non-primary service zone L2. That is, the mobile terminal receives the signal level strengths of the serving cell and the neighboring cell, respectively, so as to determine the approximate range of the non-primary service zone where the high-speed rail is located.

And then, positioning and filling the position of the non-main service zone according to the known high-speed rail motion parameters, so as to realize the positioning of the non-main service zone.

Through the operations of step S31 to step S37, positioning of the high-speed rail can be achieved. Moreover, by the method, only the power mileage schematic diagram corresponding to the main service band needs to be drawn, and the intersection point serving as the positioning anchor point on the main service band is obtained. And for the non-main service zone, according to the known high-speed rail motion parameters and the level intensity of signals of a service cell and an adjacent cell respectively received by the mobile terminal, the position of the non-main service zone is positioned and filled, and the positioning of the non-main service zone is realized.

That is, by the method, a power mileage diagram does not need to be drawn for the non-main service zone, so that the efficiency of positioning the high-speed rail is improved.

In addition, in the embodiment of the present application, it is necessary to calculate a moving average level strength corresponding to a sequence of sampling points, where the calculating the moving average level strength corresponding to the sequence of sampling points generally includes the following steps:

if N is less than or equal to M,

if N is greater than M, then,

wherein M and N are both positive integers.

In the examples of the present application, a high-speed rail fraction was obtainedWhen the mobile terminal on the high-speed rail receives the level intensity of the serving cell signal, the level intensity is arranged according to the positions of the sampling points, and then a level intensity position sequence can be obtained:wherein,represents the high-speed rail running to a sampling point L_nAnd the mobile terminal receives the level intensity of the serving cell signal.

In order to avoid the influence of the random fluctuation of the level intensity on the positioning accuracy, in the embodiment of the present application, after the level intensity position sequence is obtained, the moving average level intensity corresponding to each sampling point is calculated according to the preset moving time period number M and the level intensity position sequenceThe moving time period number M refers to a moving average calculation of the reception level strength of how many consecutive sampling points, where M is a preset positive integer, and for example, M may be set to 5.

In calculating the moving average level intensityThen, the following formula is followed:

if N is less than or equal to M,

if N is greater than M, then,

in this case, if M is 5, it can be determined that:

by the above calculation method, the moving average level strength corresponding to each sampling point can be obtained, and then the moving average level strength corresponding to each sampling point is sequenced according to the longitude and latitude of each sampling point, so that the moving average level strength corresponding to the sampling point sequence can be obtained.

Further, in the high-speed rail positioning method based on mobile communication disclosed in the embodiment of the present application, the method further includes the following steps:

Through the operations of step S11 to step S15, a power mileage map can be acquired. In addition, in the subsequent process, the high-speed rail can also run on the same high-speed rail line for multiple times. In this case, the high-speed rail can be positioned by the power mileage schematic diagram obtained by the method when the high-speed rail runs on the high-speed rail line each time.

However, the process of each operation of the high-speed rail may not be completely the same, for example, in an emergency, the high-speed rail is parked at a certain position for a certain period of time, which may cause the TOP K wave peak and the TOP K wave trough to change during the operation, for example, the original first large wave peak may change into the second large wave peak. In addition, it was shown from many tests that even if the TOP K peak and TOP K trough were changed, their intersections with the level mean line did not change.

In this case, in order to locate the high-speed rail that is being re-operated, the power mileage map corresponding to the current high-speed rail operation process may be drawn in the manner disclosed in step S11 to step S13. And then, acquiring a new peak and a new trough according to the power mileage schematic diagram which is drawn again, and matching the TOP K peak and the TOP K trough according to the level characteristics of the signals of the serving cell and the adjacent cell received by the high-speed rail when the high-speed rail is positioned at the new peak and the new trough. The level characteristics of the signal include the level strength of the signal and the cell identifier of the cell generating the signal, which can uniquely characterize the identity of the cell, and may be, for example, a cell number.

For example, in the previously drawn power mileage diagram, when the high-speed rail is located at the first large peak, signals of three cells a, B and c are received, and the intersection points of the first large peak and the level mean line are a and B; and when the high-speed rail is positioned at the second big peak, signals of three cells C, D and e are received, and the intersection points of the first big peak and the level mean line are C and D. In the process of running again, when the high-speed rail is located at a new first large peak, signals of three cells C, D and e are received, and when the high-speed rail is located at a new second large peak, signals of three cells a, B and C are received, the new first large peak is matched with the previous second large peak, the target intersection points of the new first large peak are C and D, the new second large peak is matched with the previous first large peak, and the target intersection points of the new second large peak are A and B.

In this case, the high-speed rail can be positioned based on the result of the previous positioning and padding of the target intersections A, B, C and D.

Accordingly, another embodiment of the present application discloses a high-speed rail positioning apparatus based on mobile communication, referring to the schematic structural diagram shown in fig. 6, the high-speed rail positioning apparatus based on mobile communication includes: the device comprises a sampling point acquisition module 100, a level calculation module 200, a drawing module 300, an intersection point acquisition module 400 and a positioning and filling module 500.

The sampling point acquisition module 100 is configured to acquire each sampling point with known longitude and latitude on the high-speed rail to be positioned.

The level calculating module 200 is configured to calculate a level average value of the level intensities of the serving cell signals received by the mobile terminal on the high-speed rail according to the level intensities of the serving cell signals received by the mobile terminal when the high-speed rail runs to each sampling point respectively, and calculate a moving average level intensity corresponding to the sampling point sequence.

The drawing module 300 is configured to draw a power mileage schematic diagram including a level mean line and a moving average line according to the longitude and latitude of each sampling point, the level mean, and the moving average level strength, where abscissa of the level mean line and the moving average line is a position on the high-speed rail line, and ordinate is the level strength.

Wherein, the power mileage diagram is shown in fig. 3 (b).

The intersection point obtaining module 400 is configured to determine a peak of the moving average line located in a portion above the level mean line and a trough of the moving average line located in a portion below the level mean line in the power mileage diagram, and obtain longitude and latitude of an intersection point between the peak and the trough and the level mean line respectively.

And the positioning and padding module 500 is configured to perform positioning and padding on the positions between the intersection points according to the known high-speed rail motion parameters.

Further, in the high-speed rail positioning device based on mobile communication disclosed in the embodiment of the present application, the high-speed rail positioning device further includes:

Through the module, the TOP K wave peak and the TOP K wave trough can be determined, the intersection point of the TOP K wave peak and the TOP K wave trough and the level mean value line is obtained, and under the condition, the obtained intersection point has more stable characteristics, so that the intersection points of the TOP K wave peak and the TOP K wave trough and the level mean value line are used as positioning anchor points, and the positioning accuracy can be further improved.

Further, in the high-speed rail positioning device based on mobile communication disclosed in the embodiment of the present application, the level calculating module includes:

the sequence acquisition unit is used for acquiring a level intensity position sequence corresponding to a sampling point sequence by the mobile terminal on the high-speed rail receiving the level intensity of the serving cell signal when the high-speed rail runs to each sampling point on the high-speed rail line respectively, wherein the level intensity position sequence is as follows:

a moving average level intensity obtaining unit for calculating the moving average level intensity corresponding to each sampling point according to the preset moving time period number M and the level intensity position sequence by the following formulaObtaining the moving average level intensity corresponding to the sampling point sequence:

if N is less than or equal to M,

if N is greater than M, then,

wherein M and N are both positive integers.

the system comprises a matching module, a target intersection point determining module and a positioning module;

if the high-speed rail runs on the high-speed rail line again, the drawing module is further used for drawing a power mileage schematic diagram for the high-speed rail again;

according to the power mileage schematic diagram which is drawn again, the intersection point obtaining module is further used for obtaining a new wave crest and a new wave trough;

the matching module is used for matching the TOP K wave peak and the TOP K wave trough according to the level characteristics of a serving cell signal and an adjacent cell signal received by the mobile terminal when the mobile terminal is positioned at the new wave peak and the new wave trough;

the target intersection point determining module is used for determining a target intersection point according to the TOP K wave crest matched with the new wave crest and determining a target intersection point according to the TOP K wave trough matched with the new wave trough;

and the positioning module is used for positioning the high-speed rail according to the result of positioning and filling the positions between the target intersection points.

Those skilled in the art will readily appreciate that the techniques of the embodiments of the present invention may be implemented as software plus a required general purpose hardware platform. Based on such understanding, the technical solutions in the embodiments of the present invention may be essentially or partially implemented in the form of a software product, which may be stored in a storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.

The same and similar parts in the various embodiments in this specification may be referred to each other. Especially, for the … … embodiment, since it is basically similar to the method embodiment, the description is simple, and the relevant points can be referred to the description in the method embodiment.

The above-described embodiments of the present invention should not be construed as limiting the scope of the present invention.

Claims

1. A high-speed rail positioning method based on mobile communication is characterized by comprising the following steps:

2. The method of claim 1, wherein the determining that the moving average line is located at a peak in a portion above the level-average line and the moving average line is located after a trough in a portion below the level-average line in the graph further comprises:

3. The high-speed rail positioning method based on mobile communication according to claim 1,

after obtaining each sampling point with known longitude and latitude on the high-speed railway to be positioned, the method further comprises the following steps:

4. The method for positioning a high-speed rail according to claim 3, wherein after the obtaining the intersections between the troughs and the peaks and the level mean line, the method further comprises:

5. The method for positioning a high-speed rail based on mobile communication according to claim 1, wherein said calculating the moving average level strength corresponding to the sampling point sequence comprises:

if N is less than or equal to M,

if N is greater than M, then,

wherein M and N are both positive integers.

6. The high-speed rail positioning method based on mobile communication according to claim 2, further comprising:

7. A high-speed rail positioning device based on mobile communication is characterized by comprising:

8. The mobile communication-based high-speed rail positioning device according to claim 7, further comprising:

9. The mobile communication-based high-speed rail positioning device according to claim 7, further comprising:

10. The mobile communication-based high-speed rail positioning device according to claim 9, further comprising: