CN110356435B - Train automatic driving system based on electronic beacon - Google Patents
Train automatic driving system based on electronic beacon Download PDFInfo
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- CN110356435B CN110356435B CN201910507586.3A CN201910507586A CN110356435B CN 110356435 B CN110356435 B CN 110356435B CN 201910507586 A CN201910507586 A CN 201910507586A CN 110356435 B CN110356435 B CN 110356435B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/023—Determination of driving direction of vehicle or train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
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Abstract
The invention discloses an automatic train driving system based on an electronic beacon, which comprises the electronic beacon and a vehicle-mounted ATO (automatic train operation) system, wherein the electronic beacon comprises an electronic station entering beacon, an electronic precise parking beacon and an electronic line switching beacon, and the electronic station entering beacon, the electronic precise parking beacon and the electronic line switching beacon are numbered in a sequentially increasing mode; the station entering electronic beacon is used for the train to acquire the platform position information, so that the train can be decelerated in advance according to the acquired platform position information when entering the station or entering the station reversely; the accurate parking electronic beacon is used for acquiring and correcting the position of a parking point of a train; and the line-switching electronic beacon is used for clearing the operation direction after the train switches the line. The system has the characteristics of unified electronic beacon arrangement, strong universality and strong implementation, can effectively reduce the system construction cost and the maintenance and repair difficulty, and is not only suitable for newly constructed railway lines, but also suitable for upgrading and reconstructing existing lines with the function of adding ATO.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to an automatic train driving system based on an electronic beacon.
Background
The train operation control system is a key technology for ensuring the safe and high-speed operation of a train, and is called the train operation control system for short. The automatic train operation system (ATO) controls the start, acceleration, cruising, coasting and braking of the train, and realizes the automatic operation of the train. The train positioning function is one of the most important functions of the basic ATO, and directly determines the speed control and accurate stopping effect of the train in the deceleration stage.
At present, the mainstream of a line with an ATO function in urban rail transit in China is a CBTC (communication based train automatic control) system, the system adopts a mode of combining an electronic map and a transponder for positioning, and has the characteristic of rich and accurate description of position information, C2+ ATO (CTCS-2+ ATO, CTCS-2 is the 2 nd level of a Chinese train operation control system) and C3+ ATO (CTCS-3+ ATO, CTCS-3 is the 3 rd level of the Chinese train operation control system) adopt a mode of positioning and position correction by using an independent transponder, and accurate position correction in a parking stage can be realized. However, in the face of existing line upgrading and increasing the ATO function in part of overseas urban rail transit, if a mode of adopting an electronic map or a transponder is selected, message data of each transponder and electronic map data of each line are different for different lines and different stations, and engineering technicians need to face huge data configuration work; in addition, the transponder has high power and high radiation, so that the transponder is not beneficial to laboratory simulation tests.
At present, in the related documents and patents of the train automatic driving related technology, a positioning (direction determining) position correcting mode based on an electronic beacon (TAG) is not available. In the existing domestic urban rail transit field, the accurate parking of the train still depends on the position correction of an electronic map and a transponder.
Disclosure of Invention
Aiming at the problems, the invention provides an automatic train driving system based on an electronic beacon, which comprises the electronic beacon and a vehicle-mounted ATO (automatic train operation) system, wherein the electronic beacon comprises an electronic station entering beacon, an electronic accurate parking beacon and an electronic line-changing beacon, and the electronic station entering beacon, the electronic accurate parking beacon and the electronic line-changing beacon are numbered in a sequentially increasing mode;
the electronic station entering beacons are arranged at fixed positions in front of the station entering port and behind the station exiting port, the number of the electronic station entering beacons arranged in front of the station entering port is the same as that of the electronic station entering beacons arranged behind the station exiting port, and the electronic station entering beacons are used for the train to acquire the station position information, so that the train can be decelerated in advance according to the acquired station position information when entering the station or entering the station in the reverse direction;
the precise parking electronic beacons are arranged in the platform and positioned between the parking point and the reverse parking point, and are symmetrically distributed around the center line of the platform and used for the train to acquire and correct the position of the parking point;
the electronic beacon for the line switching is arranged in at least two sections of station turnout and used for clearing the operation direction after the train switches the line.
Further, the onboard ATO is used for consistency check, link distance check, ID sequence check, and validity check of the electronic beacon.
Further, the consistency check comprises that the vehicle-mounted ATO checks the message content validity of the electronic beacon for entering the station and the electronic beacon for accurate parking.
Further, the link distance check comprises the step that the vehicle-mounted ATO checks the distance between two successively passing electronic beacons of the train, wherein the two successively passing electronic beacons of the train comprise one or two of an electronic beacon for entering the station or an electronic beacon for accurate parking.
Further, the ID sequence check includes the onboard ATO checking the number sequence of the inbound electronic beacon and the precision stop electronic beacon which the train passes by in sequence.
Further, the validity check includes checking a line number and a station number of the rotor electronic beacon by the onboard ATO.
Further, the vehicle-mounted ATO is used for determining a train operation direction, and the determining the train operation direction includes:
for the train with unknown operation direction, determining the operation direction according to the comparison of the currently received electronic beacon number and the last electronic beacon number;
for the train with the known operation direction, judging the comparison between the operation direction and the known operation direction according to the currently received electronic beacon to determine the operation direction;
and when the electronic beacon which the train passes by currently is a line-switching electronic beacon, the train operation direction is recovered to be unknown.
Further, the determining the operation direction according to the comparison between the currently received electronic beacon and the known operation direction includes:
judging that the operation direction is the same as the known operation direction according to the currently received electronic beacon, and using the known operation direction;
and judging that the operation direction is different from the known operation direction according to the currently received electronic beacon, losing the operation direction and waiting for the next electronic beacon to determine the operation direction again.
Further, the vehicle-mounted ATO is configured to acquire a target point position and a parking point position, where the target point position includes a platform entrance position and a platform exit position.
Further, the vehicle-mounted ATO is configured to determine a position of the train, and the determining the position of the train includes:
when the train is in the determined operation direction state, comparing the current train position with the platform entrance position and the platform exit position, and the method comprises the following steps:
when the train is between the platform entrance position and the platform exit position, the train position is determined
At the station;
when the train is not between the platform entrance position and the platform exit position, the train is judged
Is in the interval;
when the train is in a state of not determining the operation direction, the train position cannot be judged.
The system has the characteristics of unified electronic beacon arrangement, strong universality and strong implementation, can effectively reduce the system construction cost and the maintenance difficulty, is suitable for urban rail transit, intercity and main line railways at home and abroad, is not only suitable for newly constructed railway lines, but also suitable for upgrading and reconstructing existing lines by adding ATO function.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will 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 embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 shows a schematic of the inbound TAG and precision park TAG locations of an embodiment of the present invention;
FIG. 2 illustrates a diversion TAG location and train diversion schematic of an embodiment of the present invention;
fig. 3 is a schematic diagram illustrating the positioning principle of the platform entrance according to the embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention provides an automatic train driving system based on electronic beacons, which comprises the electronic beacons and a vehicle-mounted ATO (automatic train operation) system, wherein the electronic beacons can be divided into three types, namely a station entering TAG (TAG), a precise parking TAG and a line turning TAG, and the installation positions of the electronic beacons are uniform, namely the electronic beacons of each station are installed at the same position of a platform, and the serial numbers of the electronic beacons are the same. As an example, fig. 1 shows a schematic diagram of the positions of the entry TAG and the precise parking TAG according to an embodiment of the present invention, as shown in fig. 1, two, three or four entry TAGs may be installed on the platform track, but not limited thereto, and this example is illustrated by four as examples, which are numbered as T1, T2, T3 and T4, and the number of the precise parking TAGs installed on the platform track is even, which are numbered as T5, T6, T7, T8, T9 and T10, but is not limited thereto. For example, the normal operation direction is taken as the forward direction, the present embodiment is described by taking the forward direction as an example, and the electronic beacon on the platform track is installed in the forward direction, that is, the direction defining T1 → T4 is the forward direction.
Specifically, the T1 and the T2 are located at fixed positions before entering the station and are installed in sequence, and are mainly used for acquiring the platform position information, so that the train can be decelerated in advance according to the acquired platform position information when entering the station, and the T3 and the T4 are located at fixed positions after the exit and are installed in sequence and are used for decelerating in advance when the train enters the station in the reverse direction. T5-T10 are located in the platform between the forward and reverse stops symmetrically disposed about the centerline of the platform, and since the forward direction is illustrated in this embodiment, the reverse stop is not shown in fig. 1. The accurate parking TAG adopts the arrangement principle and is mainly used for acquiring and correcting the parking position, and all accurate parking TAG information is adopted no matter the accurate parking TAG runs in the positive and negative directions, namely six times of accurate position correction is carried out.
For example, the distance between T1 and the platform entrance is set as S4, the distance between T10 and the parking spot is set as S1, the distance between T9 and the parking spot is set as S2, and the distance between T8 and the parking spot is set as S3. Wherein, the setting principle of S4 is as follows: the train runs at the maximum line speed limit, the braking distance of the maximum service braking stop is S4, and the expression is as follows:
where Vmax is the highest speed limit, a is the maximum available service brake lowest deceleration rate, t0To reflect the time, i.e., the delay between the cut-off and the brake establishment, the speed is illustratively the maximum speed through T1Degree, immediately send a braking command, take t to pass0At time the vehicle can actually perform braking, at t0The vehicle is cut and pulled and braking is established within the time. Taking urban rail transit with the highest operating speed of 90km/h as an example, S4 is usually set to 450 meters, and the link distance of T1 and T2 is 20 meters. The setting principles of T3 and T4 are the same as those of T1 and T2, that is, when a train operates in reverse direction, taking urban rail transit with the highest operating speed of 90km/h as an example, the distance between T4 and a platform reverse entrance (a platform exit in forward operation) is 450 meters calculated according to the formula (1), and the link distance between T4 and T3 is 20 meters.
T10, T5 are the closest accurate parking TAGs to the parking point and the reverse parking point, respectively, the distance S1 between T10 and the parking point is set to be generally 5 meters, the distance between T5 and the reverse parking point is also 5 meters, the link distances of T9, T10 and T5, T6 are 8 meters, and the link distances of T8, T9 and T6, T7 are 10 meters. Thus, the distance S2 between T9 and the parking spot is 13 meters, the distance S3 between T8 and the parking spot is 23 meters, the distance between T6 and the reverse parking spot is 13 meters, and the distance between T7 and the reverse parking spot is 23 meters. The distance between T7 and T8 is determined by the station length.
For example, fig. 2 shows a schematic diagram of a diversion TAG location and a train diversion according to an embodiment of the present invention, and as shown in fig. 2, there are two, but not limited to two, diversion TAGs installed on the platform track, which are both numbered T11. One of the T11 is located between T2 and the platform entrance, the other T11 is located between T3 and the platform exit, and the two T11 are located at the switch sections at the two ends of the platform respectively, for clearing the operation direction after the train switches the line.
Illustratively, the train operates in the direction of T1 → T4, taking two tracks as an example, the two tracks are respectively marked as IG and IIG, and the turning line TAG is installed on the switch between IG and IIG. If the switch position is changed from positioning to reverse position, when the train is switched from IG to IIG, the train passes through T11 and receives the signal sent by T11, the vehicle-mounted ATO performs lost operation direction processing according to the signal sent by T11, and waits for the operation direction to be determined again on the IIG after switching to IIG. If the switch location remains fixed and the train does not switch routes, the train will not pass through T11.
The electronic beacons in the embodiment of the invention are uniform in arrangement, strong in universality and implementation, capable of effectively reducing the system construction cost and the maintenance difficulty, suitable for urban rail transit, intercity and main line railways at home and abroad, and not only suitable for newly constructed railway lines, but also suitable for upgrading and reconstructing existing lines with the function of adding ATO.
When a train passes through an electronic beacon, the onboard ATO on the train must perform a consistency check, a link distance check, an ID sequence check, a diversion TAG validity check on the electronic beacon. If the electronic beacon fails to pass the check, the data of the electronic beacon is considered to be abnormal, and the vehicle-mounted ATO cannot use the data or needs to report faults. Specifically, the method comprises the following steps:
(1) the consistency check is oriented to T1-T10, and mainly checks the validity of the message content, and specifically comprises the following steps: for two incoming TAGs passing by one another, the described station, line number, door opening side, parking point position, arrival platform entrance position, platform speed limit and other information should be the same; for two accurate parking TAGs passing by in sequence, the described information of stations, line numbers, distance from the center of the platform, door opening side and the like should be the same.
(2) The link distance check faces from T1 to T10, and mainly checks the distance between two successively passing electronic beacons, for example, when the position of a train receiving Tn-1 is P1, the position of the train receiving Tn is P2, the design distance between Tn-1 and Tn is S, and the installation error is d, the requirement of | P2-P1-S | ≦ S × 2% + d should be satisfied. If the link distance check is not satisfied, it indicates that the speed measurement and ranging error is too large or the electronic beacon is lost.
(3) The ID sequence check is directed to T1 to T10, and mainly checks the number sequence of sequentially passing electronic beacons to prevent the occurrence of direction jumps.
(4) The validity check of the turning line TAG is towards T11, and the checking is mainly carried out on the line number and the station number of the turning line TAG, and the clearing is carried out on the running direction of the train after the turning line TAG is found.
The vehicle-mounted ATO checks the electronic beacon without depending on external data such as an electronic map and the like, and only depends on the mutual link relation to check the validity of the electronic beacon, so that the data configuration work required by engineering technicians is greatly reduced.
The vehicle-mounted ATO in the embodiment of the invention finishes the functions of train operation direction judgment, target point position acquisition, stop point position acquisition and train position judgment through the electronic beacon message information. Specifically, the method comprises the following steps:
(1) train operation direction determination
The direction in which the train passes through T1 → T4 in turn is defined as the forward direction, i.e., the normal operation direction, and vice versa as the reverse direction. After the train is started, the operation direction can be determined only by continuously passing through two electronic beacons, and the determination mode is as follows: a. for a train with an unknown operation direction, if the number of the currently received electronic beacon is greater than the number of the last electronic beacon, the train runs in the forward direction, otherwise, the train runs in the reverse direction; b. for the train with the known operation direction, if the operation direction is judged to be the same as the previous operation direction according to the currently received electronic beacon, the known operation direction is used, if the operation direction is judged to be different from the previous operation direction according to the currently received electronic beacon, the operation direction is lost, and the operation direction is waited to be determined again by the next electronic beacon; c. and if the train passes through the turning line TAG at present, the operation direction is recovered to be unknown.
(2) Target point position acquisition and parking point position acquisition
All the electronic beacons have fields related to the target point, the fields related to the target point comprise the distance from the entrance to the platform, the distance from the exit to the platform and the speed limit of the platform, and if the train runs in the forward direction, the message fields of the electronic beacons are normally used; if the train runs in the reverse direction, the distance to the platform entrance represents the distance to the platform exit, and the distance to the platform exit represents the distance to the platform entrance.
All electronic beacons have two fields to represent the parking spot location information, one for forward use and one for reverse use.
The meanings of the fields of the parking point, the platform entrance and the platform exit in the electronic beacon message do not refer to the actual kilometer post of the parking point, the platform entrance and the platform exit, but refer to the distance from the parking point to the target point, so that the installation positions of the electronic beacons of each station are determined to be the same, and the contents of other messages except the station number are also the same.
The method comprises the following steps of obtaining the position of a parking point or a target point for multiple times to realize parking point position correction or target point position correction, wherein the algorithm of the parking point position correction or the target point position correction is as follows:
KP represents the position of a parking point or a target point, s represents the position of a train in a period of receiving an electronic beacon message for the first time, the position is from a speed and distance measuring unit, namely the accumulated displacement calculated from the power-on of the train, the position of the train is calculated in each train period, l represents the distance field of the electronic beacon in the message from reaching a platform entrance or a platform exit, delta t represents the average delay from the receiving of radio frequency data by the train to the use of the radio frequency data, v represents the speed of the train in the period of receiving the electronic beacon message for the first time, D represents the range of a receiving window of the electronic beacon, and the period is the main control logic period of the vehicle-mounted ATO, namely the vehicle-mounted ATO reads and calculates the message every 100 ms. Since the distance information is described in the electronic beacon message, not the position, the platform entrance position and the platform exit position cannot be directly obtained, but are calculated by the offsets of the platform entrance position and the platform exit position with respect to the current position of the train.
For example, fig. 3 shows a schematic diagram of a positioning principle of a platform entrance according to an embodiment of the present invention, as shown in fig. 3, after a train passes through T1, a distance l to the platform entrance in a T1 message is obtained, and the position s from speed measurement and distance measurement at this time is added to an offset l (message data) from the platform entrance to the current position, and then a receiving window size D and an inter-board communication delay Δ T are considered, so that the calculated position is the platform entrance position.
Before passing the next electronic beacon, the position of the platform entrance is unchanged, the position of the train changes in real time, the position of the platform entrance is recalibrated until the next electronic beacon passes the next electronic beacon, namely the distance from the train to the platform entrance in the T2 message is obtained after the train passes T2, then the offset (message data) from the position of the speed measurement and distance measurement to the current position of the platform entrance is added, the size of a receiving window and the communication delay between plates are considered, the calculated position is the position of the platform entrance, and the position of the platform entrance calculated after the T1 is replaced by the position of the platform entrance calculated after the T2, so that the calibration of the position of the platform entrance is realized.
The calibration of the parking position and the calibration of the platform exit position are the same as the calibration of the platform entry position.
(3) Train position determination
When the train is in the state of determined operation direction, the vehicle-mounted ATO converts the target point distance field of the electronic beacon message field into a platform entrance position and a platform exit position according to a formula (2), then compares the current train position with the current train position, judges that the train is at the platform if the current train position is between the platform exit position and the entrance position, and otherwise, judges that the train is in the interval. When the train is in a state that the operation direction is unknown, whether the train is at a platform cannot be determined.
Wherein, the train is in the unknown state of operation direction and includes three kinds of situations:
1. the train never passes through the electronic beacon and never acquires the electronic beacon message, so that the train operation direction is unknown, the platform entrance position and the platform exit position are defined as invalid values, the stop point is an invalid value, and the door opening side is an invalid value;
2. when the train judges the operation direction according to the latest electronic beacon message, jumping occurs (the TAG number is gradually increased and suddenly becomes gradually decreased, or the TAG number is gradually decreased and suddenly becomes gradually increased), the operation direction of the train is unknown, the platform entrance position and the platform exit position are invalid values, the parking point position adopts the minimum value of two parking point fields of the latest electronic beacon message to ensure safety, and the door opening side is an invalid value;
3. the train passes through the turning line TAG, the operation direction is unknown, the platform entrance position and the platform exit position are invalid values before the operation direction is determined again through the next two electronic beacons, the parking point position adopts the minimum value of the two parking point fields of the latest electronic beacon message to ensure safety, and the door opening side is an invalid value.
It should be noted that the electronic beacon in the embodiment of the present invention may be replaced by a passive transponder for the ATO to determine the train operation direction.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (9)
1. An automatic train driving system based on electronic beacons comprises the electronic beacons and a vehicle-mounted ATO (automatic train operation), and is characterized in that the electronic beacons comprise an electronic beacon for entering a station, an electronic beacon for accurate parking and an electronic beacon for line diversion, and the electronic beacon for entering the station, the electronic beacon for accurate parking and the electronic beacon for line diversion are numbered in a sequentially increasing mode;
the electronic station entering beacons are arranged at fixed positions in front of the station entering port and behind the station exiting port, the number of the electronic station entering beacons arranged in front of the station entering port is the same as that of the electronic station entering beacons arranged behind the station exiting port, and the electronic station entering beacons are used for the train to acquire the station position information, so that the train can be decelerated in advance according to the acquired station position information when entering the station or entering the station in the reverse direction;
the precise parking electronic beacons are arranged in the platform and positioned between the parking point and the reverse parking point, and are symmetrically distributed around the center line of the platform and used for the train to acquire and correct the position of the parking point;
the electronic beacon for the line switching is arranged in a station turnout section and used for clearing the operation direction after the train switches the line;
the onboard ATO is used for consistency check, link distance check, ID sequence check and validity check of the electronic beacon.
2. The electronic beacon-based train autopilot system of claim 1 wherein the consistency check includes an onboard ATO checking the message content legitimacy of inbound and precision stop electronic beacons.
3. The electronic beacon-based train automatic driving system according to claim 1, wherein the link distance check includes the onboard ATO checking a distance between two electronic beacons that a train passes by, the two electronic beacons that the train passes by include one or both of an inbound electronic beacon or an accurate stop electronic beacon.
4. The electronic beacon-based train automatic driving system according to claim 1, wherein the ID sequence check includes the onboard ATO checking the number sequence of the inbound electronic beacon and the precision stop electronic beacon which the train passes through in sequence.
5. The automatic train driving system based on electronic beacons according to any of claims 1-4, characterized in that said validity check includes checking the line number and station number of the rotor electronic beacons by the onboard ATO.
6. The electronic beacon-based train automatic driving system according to claim 1, wherein the onboard ATO is used to determine a direction of train operation, the determining the direction of train operation including:
for the train with unknown operation direction, determining the operation direction according to the comparison of the currently received electronic beacon number and the last electronic beacon number;
for the train with the known operation direction, judging the comparison between the operation direction and the known operation direction according to the currently received electronic beacon to determine the operation direction;
and when the electronic beacon which the train passes by currently is a line-switching electronic beacon, the train operation direction is recovered to be unknown.
7. The system of claim 6, wherein the determining the operation direction according to the comparison between the currently received electronic beacon and the known operation direction comprises:
judging that the operation direction is the same as the known operation direction according to the currently received electronic beacon, and using the known operation direction;
and judging that the operation direction is different from the known operation direction according to the currently received electronic beacon, losing the operation direction and waiting for the next electronic beacon to determine the operation direction again.
8. The electronic beacon-based train autopilot system of claim 1 wherein the onboard ATO is configured to obtain a target point location and a stop point location, the target point location including a platform entry location and a platform exit location.
9. The electronic beacon-based train automatic driving system according to any one of claims 1-4 and 6-8, wherein the onboard ATO is used for determining a position of a train, and the determining the position of the train comprises:
when the train is in the determined operation direction state, comparing the current train position with the platform entrance position and the platform exit position, and the method comprises the following steps:
when the train is between the platform entrance position and the platform exit position, judging that the train is at the platform;
when the train is not between the platform entrance position and the platform exit position, judging that the train is in the interval;
when the train is in a state of not determining the operation direction, the train position cannot be judged.
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| CN201910507586.3A CN110356435B (en) | 2019-06-12 | 2019-06-12 | Train automatic driving system based on electronic beacon |
| PCT/CN2019/105219 WO2020248410A1 (en) | 2019-06-12 | 2019-09-10 | Electronic beacon-based automatic train operation system |
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| CN201910507586.3A CN110356435B (en) | 2019-06-12 | 2019-06-12 | Train automatic driving system based on electronic beacon |
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|---|---|---|---|---|
| CN111252112B (en) * | 2019-11-25 | 2022-10-11 | 高新兴创联科技有限公司 | Positive line control method of rail transit engineering vehicle based on ground beacon |
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- 2019-06-12 CN CN201910507586.3A patent/CN110356435B/en active Active
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| WO2020248410A1 (en) | 2020-12-17 |
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