CN110562303A - Subway train inbound speed control method and positioning monitoring system - Google Patents
Subway train inbound speed control method and positioning monitoring system Download PDFInfo
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- CN110562303A CN110562303A CN201910757303.0A CN201910757303A CN110562303A CN 110562303 A CN110562303 A CN 110562303A CN 201910757303 A CN201910757303 A CN 201910757303A CN 110562303 A CN110562303 A CN 110562303A
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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
- B61L25/021—Measuring and recording of train speed
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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
- B61L25/026—Relative localisation, e.g. using odometer
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Abstract
The invention discloses a subway train inbound speed control method and a positioning monitoring system, the subway train positioning monitoring system comprises a positioning terminal device positioned in a subway platform area and a train automatic control system positioned in a control center, the positioning terminal device comprises a radar velometer, a first position monitoring unit, a second position monitoring unit, a third position monitoring unit, a shooting unit, a master controller and a wireless transmission unit, the positioning terminal device collects the position information, the speed information and the real-time image information of the subway train in the inbound and stop process, the train automatic control system carries out three-level PID speed regulation calculation according to the collected subway train position information and speed information, sends a subway train speed regulation control instruction, controls the subway train to stably stop in a safe range, reduces the sense of bump, and can also generate an all-directional stop image of the subway train by utilizing the information, and simulating the stop state of the subway train.
Description
Technical Field
The invention relates to the technical field of automatic control, in particular to a subway train inbound speed control method and a positioning monitoring system.
Background
the subway is an effective vehicle for relieving urban traffic pressure and reducing air pollution as an urban rail vehicle with safety, rapidness, large traffic volume, low energy consumption and less pollution, and how to ensure the operation safety of the subway becomes a central importance.
At present, an automatic control system of a subway train is mature, but when a subway enters, the speed of the subway train is not smooth, passengers can stand unstably due to inertia, and the stop position of the subway deviates from the target required position sometimes, so that a shield door and a subway door cannot be aligned completely, passengers get on or off the train inconveniently and personal safety and traffic accidents are caused seriously.
Disclosure of Invention
The invention aims to provide a subway train inbound speed control method and a positioning monitoring system, the subway train positioning monitoring system comprises a positioning terminal device positioned in a subway platform area and a train automatic control system positioned in a control center, the positioning terminal device comprises a radar velocimeter, a first position monitoring unit, a second position monitoring unit, a third position monitoring unit, a shooting unit, a master controller and a wireless transmission unit, the positioning terminal device is used for acquiring position information, speed information and stop real-time image information of a subway train in the inbound stop process, the train automatic control system is used for carrying out three-level PID speed regulation calculation according to the acquired subway train position information and speed information, sending a subway train speed regulation control command, controlling the subway train to stably stop in a safe range, reducing the sense of bump, and generating an all-directional stop image of the subway train by utilizing the information, and simulating the stop state of the subway train.
To achieve the above object, in conjunction with fig. 1, the present invention provides a method for controlling a speed of a subway train entering station, the method comprising:
s1: and responding to the subway train running to the inbound monitoring point, monitoring the position information and the speed information of the subway train in real time, and setting the speed of the subway train passing through the inbound monitoring point as V1.
S2: and (3) carrying out first-time speed regulation by adopting a first PID regulation formula until the speed of the subway train is reduced to a first preset speed V2:
wherein Kp1Is a first proportionality coefficient, Ti1Is a first integration time constant, Td1is a first differential time constant, e1(t) is a first control deviation, e1(0) Is defined as (V1-V2).
S3: and (3) adopting a second PID (proportion integration differentiation) regulation formula to regulate the speed of the subway train for the second time until the speed of the subway train is reduced to a second preset speed V3:
Wherein Kp2Is the second proportionality coefficient, Ti2is a second integration time constant, Td2Is a second differential time constant, e2(t) is a second control deviation, e2(0) Is defined as (V2-V3).
S4: adopting a third PID regulation formula to carry out third acceleration regulation and set the accelerationThe subway train receives an external control command to stabilize the acceleration at the value, and decelerates to move to 0 at the acceleration value until stopping at the target position:
wherein Kp3Is the third proportionality coefficient, Ti3Is a third integration time constant, Td3is a third derivative time constant, g (t) is a third control deviation,and a' actual acceleration output in the acceleration adjusting process, wherein s is the traveling distance of the subway train in the third time of speed adjustment.
S5: and detecting and storing the stop position information and the real-time image information of the subway train to generate an omnibearing stop image of the subway train.
Based on the method, the invention provides a subway train positioning and monitoring system which comprises positioning terminal equipment located in a subway platform area and an automatic train control system located in a control center, and is combined with a figure 2.
the positioning terminal equipment comprises a radar speed meter, a first position monitoring unit, a second position monitoring unit, a third position monitoring unit, a shooting unit, a master controller and a wireless transmission unit.
A running path along the inbound direction of the subway train is divided into a subway train normal running area, a subway train inbound deceleration area and a subway train stop area which are connected in sequence.
The radar speed measuring instrument is installed at a position L meters away from a subway train stop station in a subway train inbound deceleration area, is used for detecting the speed information of the subway train when the subway train is inbound in real time, and sends the detected speed information of the subway train to the master controller.
The first position monitoring unit comprises a first photoelectric sensor, is arranged at one end, close to a normal running area of the subway train, of the inbound deceleration area of the subway train, is W meters away from a stop of the subway train, is defined as an initial position of the inbound deceleration area of the subway train, is used for detecting whether the subway train passes through the inbound monitoring point or not, and sends a detection result to the master controller.
The second position monitoring unit comprises N second photoelectric sensors which are distributed on two sides of a track of the subway train inbound deceleration area, the subway train inbound deceleration area is divided into a plurality of deceleration sub-areas, each second photoelectric sensor corresponds to one of the deceleration sub-areas, and each second photoelectric sensor is used for detecting whether a subway train passes through the corresponding deceleration sub-area or not and sending a detection result to the master controller.
The third position monitoring unit comprises M third photoelectric sensors which are distributed on two sides of a track of a subway train stop area, the subway train stop area is divided into a plurality of stop sub-areas, each third photoelectric sensor corresponds to one stop sub-area, each third photoelectric sensor group is used for detecting whether a subway train stops at the corresponding stop sub-area or not, and a detection result is sent to the master controller.
Furthermore, the M third photoelectric sensors of the third position monitoring unit are divided into six groups, and the six groups are distributed in the subway train stop area, so that the subway train stop area is divided into a first stop area, a second stop area, a third stop area, a fourth stop area and a fifth stop area which are connected in sequence along the subway train moving direction.
preferably, the first station area, the second station area, the fourth station area and the fifth station area are distributed at equal intervals.
The six groups of sensors are used for detecting whether a subway train passes through the position of the sensors, and sending detection results to the master controller.
and the master controller judges the stop position of the foremost end of the subway train according to the detection results of the six groups of sensors and sends the judgment result to the automatic train control system.
And the master controller responds to the fact that the stop position of the foremost end of the subway train is located in a fourth stop area or a second stop area, and generates a first alarm signal.
And the master controller responds to the fact that the stop position of the foremost end of the subway train is located in a fifth stop area or the first stop area, and generates a second alarm signal.
According to the stop position of the foremost end of the subway train, the subway train stop area is divided into: normal docking area range, critical docking area range, and dangerous docking area range.
(1) when the foremost end of the subway train stops at the third stop area, the foremost end of the subway train is defined to stop at a normal stop area range, and the normal stop area range is represented by green in the omnibearing stop image of the subway train.
(2) When the foremost end of the subway train stops at the fourth station stopping area or the second station stopping area, the foremost end of the subway train is defined to stop at the critical station stopping area range, and the critical station stopping area range is represented by yellow in the omnibearing station stopping image of the subway train.
(3) When the foremost end of the subway train stops at the fifth stop area or the first stop area, the foremost end of the subway train is defined to stop at a dangerous stop area range, and the dangerous stop area range is represented by red in the omnidirectional stop image of the subway train.
The subway train automatic control system comprises a main controller, a subway train inbound speed control unit, a subway train position control unit, a subway train inbound speed control unit, a subway train inbound.
further, wireless transmission unit includes loRa wireless transmission module, uploads received subway train speed information, subway train position information, subway train real-time image information to control center through 4G, 5G network or wifi.
The shooting unit is installed in the inbound deceleration area of the subway train, is connected with the master controller and is used for shooting real-time image information during the deceleration process and/or the stop of the subway train and sending the shot real-time image information to the master controller.
The subway train positioning monitoring system further comprises a data application system located in the control center, wherein the data application system is used for establishing a wireless communication link with the master controller through the wireless transmission unit and is used for receiving the subway train speed information, the subway train position information and the subway train real-time image information sent by the master controller, generating an all-dimensional stop image of the subway train, storing the generated all-dimensional stop image into the memory and displaying the image through the display screen.
The all-dimensional stop image of the subway train comprises real-time image information during the deceleration process and/or stop of the subway train and a position error simulation image of the actual stop position and a third stop area of the subway train, and the data application system stores and analyzes the all-dimensional stop image of the subway train and performs optimization adjustment on the position setting and the speed adjusting process of the photoelectric sensor according to an analysis result.
The subway train positioning and monitoring system further comprises an alarm unit.
The alarm unit is arranged in the control center and is connected with the automatic train control system.
The control center responds to any one of the following conditions: 1) the master controller generates a second alarm signal, and 2) the frequency of the first alarm signal generated by the master controller in a set time range is greater than a set frequency threshold value, so that the alarm unit is driven to send out sound and light alarm and alarm information to a specified client.
The subway train positioning monitoring system further comprises a power supply voltage reduction module, wherein 220V alternating current voltage is converted into 12V direct current voltage, and the power supply voltage reduction module is used for providing electric energy required by normal work for the radar speed measuring instrument, the first position monitoring unit, the second position monitoring unit and the third position monitoring unit.
compared with the prior art, the technical scheme of the invention has the following remarkable beneficial effects:
(1) The subway train inbound position information and the speed information are detected in real time, and the inbound speed is reduced in a grading manner by adopting a three-level PID speed regulation control algorithm, so that the stable inbound of the subway train is realized, and the jolt feeling is reduced.
(2) The subway train monitoring system has the simulation display function of displaying the position of the subway train at the stop station, can check the position error of the actual stop position of the subway train relative to the target stop position in real time, and provides an alarm within the error range of the dangerous position.
(3) The system is independent of the positioning equipment and the power supply module of the special train for the subway and is not influenced by signals of the special equipment and power supply faults.
It should be understood that all combinations of the foregoing concepts and additional concepts described in greater detail below can be considered as part of the inventive subject matter of this disclosure unless such concepts are mutually inconsistent. In addition, all combinations of claimed subject matter are considered a part of the presently disclosed subject matter.
The foregoing and other aspects, embodiments and features of the present teachings can be more fully understood from the following description taken in conjunction with the accompanying drawings. Additional aspects of the present invention, such as features and/or advantages of exemplary embodiments, will be apparent from the description which follows, or may be learned by practice of specific embodiments in accordance with the teachings of the present invention.
Drawings
The drawings are not intended to be drawn to scale. In the drawings, each identical or nearly identical component that is illustrated in various figures may be represented by a like numeral. For purposes of clarity, not every component may be labeled in every drawing. Embodiments of various aspects of the present invention will now be described, by way of example, with reference to the accompanying drawings, in which:
Fig. 1 is a flow chart of the subway train inbound speed control method of the invention.
fig. 2 is a schematic structural diagram of the subway train positioning monitoring system of the present invention.
fig. 3 is a schematic view of the simulated display image parking area range of the subway train positioning monitoring system of the invention.
Fig. 4 is a three-level PID speed control schematic diagram of the subway train inbound speed control method of the present invention.
Detailed Description
In order to better understand the technical content of the present invention, specific embodiments are described below with reference to the accompanying drawings.
In this disclosure, aspects of the present invention are described with reference to the accompanying drawings, in which a number of illustrative embodiments are shown. Embodiments of the present disclosure are not necessarily defined to include all aspects of the invention. It should be appreciated that the various concepts and embodiments described above, as well as those described in greater detail below, may be implemented in any of numerous ways, as the disclosed concepts and embodiments are not limited to any one implementation. In addition, some aspects of the present disclosure may be used alone, or in any suitable combination with other aspects of the present disclosure.
With reference to fig. 1 and 4, the invention provides a method for controlling the speed of a subway train entering station, which comprises the following steps:
S1: and responding to the subway train running to the inbound monitoring point, monitoring the position information and the speed information of the subway train in real time, and setting the speed of the subway train passing through the inbound monitoring point as V1.
s2: and (3) carrying out first-time speed regulation by adopting a first PID regulation formula until the speed of the subway train is reduced to a first preset speed V2:
Wherein Kp1Is a first proportionality coefficient, Ti1is a first integration time constant, Td1Is a first differential time constant, e1(t) is a first control deviation, e1(0) is defined as (V1-V2).
In this example, Kp1A value of 18, Ti1Value of 3, Td1The value is 16.
S3: and (3) adopting a second PID (proportion integration differentiation) regulation formula to regulate the speed of the subway train for the second time until the speed of the subway train is reduced to a second preset speed V3:
Wherein Kp2Is the second proportionality coefficient, Ti2Is a second integration time constant, Td2Is a second differential time constant, e2(t) is a second control deviation, e2(0) Is defined as (V2-V3).
In this embodiment, the adjustment factor, Kp, of the second adjustment2A value of 8, Ti2A value of 1.6, Td2The value is 19.
S4: adopting a third PID regulation formula to carry out third acceleration regulation and set the accelerationThe subway train receives an external control command to stabilize the acceleration at the value, and decelerates to move to 0 at the acceleration value until stopping at the target position:
Wherein Kp3Is the third proportionality coefficient, Ti3is a third integration time constant, Td3Is a third derivative time constant, g (t) is a third control deviation,and a' actual acceleration output in the acceleration adjusting process, wherein s is the traveling distance of the subway train in the third time of speed adjustment.
The value of s may be modified according to the actual test results, for example preset to 50m in the present embodiment, i.e. the distance between the position of the subway train when the final speed of the subway train drops to 0 when the third adjustment is made.
in this embodiment, the adjustment coefficient Kp of the third adjustment is3A value of 5, Ti3Value of 0.6, Td3the value is 12.
S5: and detecting and storing the stop position information and the real-time image information of the subway train to generate an omnibearing stop image of the subway train.
Based on the above method, the present invention proposes a positioning and monitoring system for subway trains, which comprises a positioning terminal device 100 located in a subway platform area and an automatic train control system 200 located in a control center, in combination with fig. 2.
The positioning terminal device 100 includes a radar velocimeter 10, a first position monitoring unit 20, a second position monitoring unit 30, a third position monitoring unit 40, a shooting unit 50, a master controller 60, and a wireless transmission unit 70.
The positioning terminal device 100 further comprises a power supply voltage reduction module WA3-220S05A3, which converts 220V alternating current voltage into 12V direct current voltage and provides electric energy required by normal operation for the radar velocimeter, the first position monitoring unit, the second position monitoring unit, the third position monitoring unit and the wireless sensing unit.
the positioning terminal device 100 is independent of the train positioning device and the power supply module special for the subway, is not affected by signals of the special positioning device and power supply faults, and provides a multi-layer guarantee for the operation safety of the subway.
A running path along the inbound direction of the subway train is divided into a subway train normal running area, a subway train inbound deceleration area and a subway train stop area which are connected in sequence.
the radar speed measuring instrument 10 is installed at a position L meters away from a subway train stop station in a subway train inbound deceleration area, and is used for detecting the speed information of the subway train when the subway train is inbound in real time and sending the detected speed information of the subway train to the master controller 60.
In the embodiment, the model of the SVR400 radar speed measurement sensor is installed at a position 200 meters away from the subway stop station in the subway train inbound direction, the speed measurement accuracy of the radar speed measurement sensor reaches +/-0.1 km/h, and the speed measurement Bamboo mold is enclosed in the range of 0-321 km/h.
The first position monitoring unit 20 comprises a first photoelectric sensor, is arranged at one end, close to a normal running area of the subway train, of the inbound deceleration area of the subway train, is W meters away from a stop of the subway train, is defined as an initial position of the inbound deceleration area of the subway train, and is used for detecting whether the subway train passes through the inbound monitoring point or not and sending a detection result to the master controller 60. And starting speed reduction control of the subway train when the subway train passes through the inbound monitoring point where the first photoelectric sensor is located, taking the speed as the initial speed of the inbound speed control method, and setting the W value according to actual operation requirements.
The second position monitoring unit 30 includes N second photoelectric sensors, which are disposed on two sides of a track of the subway train inbound deceleration area, and divides the subway train inbound deceleration area into a plurality of sub-areas, each second photoelectric sensor corresponds to one of the sub-areas, and each second photoelectric sensor is configured to detect whether a subway train passes through the corresponding sub-area, and send a detection result to the master controller 60. And according to the length of the distance of the inbound deceleration area, the value of N is different, and the length of the sub-area is different. For example: if the distance is shorter, N can set up to 1 group, if the distance is longer, N can set up to 2 ~ 3 groups. In each deceleration subarea, the train automatic control system 200 performs subsection deceleration on the subway train by adopting a subway train inbound speed control method.
The third position monitoring unit 40 includes M third photoelectric sensors, which are distributed on two sides of a track of a subway train stop area, and divides the subway train stop area into a plurality of sub-areas, each third photoelectric sensor corresponds to one of the sub-areas, and each third photoelectric sensor group is configured to detect whether a subway train stops at the corresponding sub-area, and send a detection result to the master controller 60.
When a subway train passes through the photoelectric sensors, the photosensitivity of the photosensitive elements is triggered, so that the electric signals generated by the photoelectric sensors are different from the electric signals generated when the train does not pass through, and the photoelectric sensors are used for acquiring position information of the subway train during running and stopping. The power of the ohmic-dragon E3Z-T61 type correlation type photoelectric switch adopted by the photoelectric sensor in the embodiment is enough to support the track width of a subway train.
The subway train stop area is divided into a first stop area, a second stop area, a third stop area, a fourth stop area and a fifth stop area which are connected in sequence along the subway train advancing direction. Preferably, the first, second, fourth and fifth stop zones are of equal length.
The M third photoelectric sensors of the third position monitoring unit 40 are divided into six groups, and are arranged at the intersection points of the first station parking area, the second station parking area, the third station parking area, the fourth station parking area and the fifth station parking area in a one-to-one correspondence manner, and each third photoelectric sensor is used for detecting whether a subway train passes through the corresponding position of the third photoelectric sensor and sending the detection result to the master controller 60.
In the implementation, in consideration of the requirement of the positioning accuracy of the subway train, setting M to 6 specifically as follows:
The first group of photoelectric sensors is arranged at the starting position of the subway stop area, the position serves as the start of the first stop area, the second group of photoelectric sensors is arranged at the end position of the first stop area spaced by 5cm, and then the third group of photoelectric sensors is arranged at the end position of the second stop area spaced by 5 cm.
and a fourth group of photoelectric sensors are arranged at the end position of the third station stopping area, a fifth group of photoelectric sensors are arranged at the end position of the fourth station stopping area with the interval of 5cm, and a sixth group of photoelectric sensors are arranged at the end position of the fifth station stopping area with the interval of 5cm and serve as the end position of the subway station stopping area.
If the sixth group of photoelectric sensors can detect that a subway train passes through the position of the subway train, the subway train in the current shift is proved to be greatly beyond the normal position where the subway train should be parked, and a worker can be informed to immediately start processing, for example, the opening of doors of the subway train is paused, the vehicle body is adjusted back, and accidents and the like caused by serious dislocation of doors of the subway train and a shielding door when the worker gets on or off the train are avoided.
In the foregoing example, the lengths of the first station parking area, the second station parking area, the fourth station parking area and the fifth station parking area are all 5cm, so that the dense installation ensures the position monitoring accuracy of the subway train at the station parking.
The master controller 60 determines the stop position of the foremost end of the subway train in combination with the detection results of the six sets of sensors of the third position monitoring unit 40, and transmits the determination result to the train automatic control system 200.
The subway train station parking area is divided into a normal parking area range, a critical parking area range and a dangerous parking area range:
(1) and defining the third stop area as a normal stop area range, setting the error range of the stop position of the foremost end of the subway train and the position of the center of the third stop area as a first preset range [ -x, x ], and representing the error range by green in the omnibearing stop image of the subway train.
(2) And defining the second station stopping area and/or the fourth station stopping area as a critical station stopping area range, setting the error range of the stopping position of the foremost end of the subway train and the position of the center of the third station stopping area as a second preset range [ -y, y ], and representing the error range by yellow in the omnibearing station stopping image of the subway train.
(3) And defining the first station stopping area and/or the fifth station stopping area as a dangerous station stopping area range, setting the error range of the stopping position of the foremost end of the subway train and the position of the center of the third station stopping area as a third preset range [ -z, z ], and representing the error range by red in the omnibearing station stopping image of the subway train.
Wherein x < y < z, and the smaller the numerical value is, the more accurate the subway train stops.
as in the foregoing example, the first preset range is set to ± 5cm, which indicates that the stop position of the front end of the subway train is within the normal stop area range, the second preset range is set to ± 10cm, which indicates that the stop position of the front end of the subway train is within the critical stop area range, the first preset range is set to ± 15cm, which indicates that the stop position of the front end of the subway train is within the dangerous stop area range, and the subway door and the screen door may be in a serious dislocation phenomenon.
the stop position of the foremost end of the subway train is located in the third station stop area and indicates that the subway train stops in the normal stop area, the stop position of the foremost end of the subway train is located in the second station stop area and/or the fourth station stop area and indicates that the subway train stops in the critical stop area, and the stop position of the foremost end of the subway train is located in the first station stop area and/or the fourth station stop area and indicates that the subway train stops in the dangerous stop area.
In actual use, the size of the preset range can be adjusted according to the length of the subway train.
in other examples, the master controller 60 can determine the stopping position of the foremost end and the stopping position of the rearmost end of the subway train, that is, the position of the entire body of the subway train, according to the blocking and connecting states of the photoelectric sensors in different sub-areas, in combination with the common detection results of the sensors of the second position monitoring unit 30 and the third position monitoring unit 40.
The master controller 60 establishes a wireless communication link with the automatic train control system 200 located in the control center through the wireless transmission unit 70, and sends the received subway train speed information and subway train position information to the automatic train control system 200, the automatic train control system 200 generates a speed adjusting control instruction by adopting the subway train inbound speed control method, and sends the generated speed adjusting control instruction to the master controller 60, and the master controller 60 adjusts the speed of the subway train according to the speed adjusting control instruction until the speed of the subway train is reduced to 0, so that the stop is completed.
The specific process is described as follows:
when the first position monitoring unit 20 monitors that the subway train passes the inbound monitoring point, the radar velocimeter 10 sends the current speed information V1 of the subway train to the master controller 60, and sends the current speed information V1 of the subway train to the automatic train control system 200 via the wireless transmission unit 70.
Setting a first preset vehicle speed V2 as a first adjusted target vehicle speed, calculating by the train automatic control system 200 by combining vehicle speed information and position information, sending a vehicle speed control instruction to the master controller 60, receiving real-time train position and vehicle speed feedback information, continuously adjusting the vehicle speed control instruction to be sent to the master controller 60, and finally adjusting the vehicle speed of the subway train to the first preset vehicle speed V2.
when the actual speed of the subway train is reduced to V2, a second preset speed V3 is set as a second adjusted target speed, the automatic train control system 200 performs calculation by combining the speed information and the position information, sends a speed control instruction to the master controller 60, receives the real-time train position and speed feedback information, continuously adjusts the speed control instruction and sends the speed control instruction to the master controller 60, and finally adjusts the speed of the subway train to the second preset speed V3.
When the actual speed of the subway train is reduced to V3, the acceleration of the train is set toand when the subway train is accelerated as the target of the third adjustment, the subway train is decelerated to the speed of 0 at a constant speed by the acceleration, the automatic train control system 200 performs calculation by combining the speed information and the position information, sends an acceleration control instruction to the master controller 60, receives the real-time train position and speed feedback information, continuously adjusts the acceleration control instruction to be sent to the master controller 60, finally controls the subway train to decelerate to the speed of 0 at a constant speed, and finishes the stop.
According to the process that the speed of the subway train entering is gradually reduced to 0, the initial speed V1> the first preset speed V2> the second preset speed V3.
The speed regulation process is carried out in a subsection mode in the subway train inbound speed reduction sub-area, the speed regulation control instruction adopts a three-stage control instruction, the slow speed reduction in the subway train stop process is achieved, and the reduction of the jolt feeling of the subway train when the subway train stops at the target position is facilitated.
The control module adopted by the main controller 60 of this embodiment is an STM32F103RGT6 chip, which is an enhanced series, has a fast data transmission speed and a large data transmission amount, and is used for packaging, integrating and sending the received detection data and the real-time picture information.
the wireless transmission unit 70 includes a wireless data transmission module, is connected to the master controller 60, receives the subway train speed information, the subway train position information and the real-time image of the stop of the subway train sent by the master controller 60, and sends the information to the train automatic control system 200 in a wireless transmission mode.
In a specific embodiment, the wireless transmission unit 70 of the present invention employs a LoRa wireless transmission module with a model number WH-L101-L-C. The module can be used for packaging and forwarding the received digital information, uploading the digital information to a control center through a 4G network or a 5G network or wifi, and enabling the whole data transmission link to be more informationized, intelligent and simplified than the traditional wiring mode in a wireless transmission mode.
The shooting unit 50 is installed on the two sides of the rail in the subway train inbound deceleration area and used for shooting real-time image information during the deceleration process of the subway train and the completion of parking, one group and/or multiple groups of shooting units 50 can be set according to actual needs, under the condition that the multiple groups of shooting units 50 are set, one group of shooting units 50 can be set in the inbound deceleration area, the other group of shooting units 50 are set in the parking area, the camera of the shooting unit 50 can rotate by 360 degrees, and shooting at different angles can be achieved. The shooting unit 50 sends the shot real-time image information of the subway train to the master controller 60, and an operator can check the shot monitoring picture on a display screen of the control center in real time.
The subway train positioning and monitoring system further comprises a data application system 300 located in the control center, wherein the data application system 300 establishes a wireless communication link with the master controller 60 through the wireless transmission unit 70, and is used for receiving subway train speed information, subway train position information and subway train real-time image information sent by the master controller 60, generating an omnibearing stop image of the subway train, storing the generated omnibearing stop image into the memory and displaying the omnibearing stop image through the display screen.
The real-time monitoring picture sent by the shooting unit 50 can monitor the inbound and/or stop conditions of the subway train in real time, but under normal conditions, the underground light is weak, the underground light is jittering, the picture quality is poor, and the real-time monitoring picture cannot reflect the stop position of the subway train very accurately, so that in the invention, the data application system 300 can generate an all-dimensional stop image of the subway train, including real-time image information of the stop moment of the subway train and an error simulation image of the actual stop position of the subway train relative to the central position of a third stop area.
in the simulation image, three parking area ranges of the subway train actually parked in the subway train parking area can be displayed: normal docking area range, critical docking area range, and dangerous docking area range.
(1) The subway train stops in the normal stop area range and is represented by green.
(2) the subway train stops in the critical stop area range and is represented by yellow.
(3) The subway train stops in the dangerous stop area range and is represented by red.
The data application system 300 stores the omnibearing stop image of the subway train, and can optimize and adjust the position setting of the photoelectric sensor and the speed adjusting process by combining actual operation through mass data analysis, so that the inbound speed control mentioned in the invention is more accurate.
For example, if the operator finds that the stopping position of the foremost end of the subway train is in the second station parking area and/or the first station parking area for many times, it indicates that the subway train actually stops in the critical stopping position range and/or the dangerous position range, and the parking space is located at the optimal stopping position with a certain distance, and belongs to the deceleration area too long or the speed of the train is reduced too fast, which results in the subway train having a few distances of travel path, and thus the subway train cannot stop at the safe position in the third station parking area.
similarly, if the operator finds that the stopping position of the foremost end of the subway train is in the fourth station parking area and/or the fifth station parking area for multiple times, the fact that the subway train actually stops in the critical parking position range and/or the dangerous position range is shown, and the parking space is arranged at the optimal parking position and exceeds a certain distance, the optimal parking position belongs to a deceleration area which is too short or the speed of the subway train is reduced too slowly, so that the subway train has multiple traveling paths for multiple distances, and therefore the optimal parking position exceeds a certain distance of the safety position of the third station parking area.
Therefore, the arrangement of the photoelectric sensor and the preset vehicle speed can be optimized through the analysis of the long-term accumulated omnibearing stop images of the subway train, and more accurate stop and more stable speed reduction are realized.
fig. 3 shows an embodiment of the arrangement positions of the radar velocimeter 10, the first position monitoring unit 20, the second position monitoring unit 30, the third position monitoring unit 40, and the shooting unit 50, where the third position monitoring unit 40 divides the parking area into normal, critical, and dangerous parking area ranges.
However, it should be understood that the subway train positioning and monitoring system mentioned in the present invention is not limited to this arrangement.
The subway train positioning and monitoring system further comprises an alarm unit, wherein the alarm unit is arranged in the control center and is connected with the automatic train control system 200.
After the subway train finally finishes the stop operation, the master controller 60 judges the stop position of the foremost end of the subway train:
1) If the stop position of the foremost end of the subway train is in the second stop area and/or the fourth stop area, which indicates that the subway train is in the critical stop area range, the master controller 60 generates a first alarm signal.
2) If the stop position of the foremost end of the subway train is in the first stop area and/or the fifth stop area, which indicates that the subway train is in the dangerous stop area range, the master controller 60 generates a second alarm signal.
The master controller 60 sends the first alarm signal and the second alarm signal to the alarm units, and the control center responds as follows:
1) And if the frequency of the generated first alarm signal exceeds the threshold value, the alarm unit is driven to send out a corresponding sound-light alarm, and dispatchers are informed in the forms of short messages, micro messages and the like.
2) And the control center immediately drives the alarm unit to send out corresponding sound and light alarm and informs the dispatching personnel and the subway train operating personnel in the forms of short message and WeChat according to the second alarm signal.
The invention provides a three-level subway train inbound speed regulation control method aiming at the problem that the speed of a subway train is not slowly reduced when the subway train enters and stops, and the effect of stably stopping the subway train to an accurate stopping position is realized by firstly carrying out proportional integral differential regulation twice on the speed of the subway train and finally carrying out proportional integral differential regulation on the acceleration.
Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the invention. Therefore, the protection scope of the present invention should be determined by the appended claims.
Claims (10)
1. A method of controlling a speed of a subway train entering, the method comprising:
S1: responding to the subway train running to the inbound monitoring point, monitoring the position information and the speed information of the subway train in real time, and setting the speed of the subway train passing through the inbound monitoring point as V1;
S2: and (3) carrying out first-time speed regulation by adopting a first PID regulation formula until the speed of the subway train is reduced to a first preset speed V2:
Wherein Kp1Is a first proportionality coefficient, Ti1Is a first integration time constant, Td1Is a first differential time constant, e1(t) is a first control deviation, e1(0) Defined as (V1-V2);
S3: and (3) adopting a second PID (proportion integration differentiation) regulation formula to regulate the speed of the subway train for the second time until the speed of the subway train is reduced to a second preset speed V3:
Wherein Kp2Is the second proportionality coefficient, Ti2Is a second integration time constant, Td2Is a second differential time constant, e2(t) is a second control deviation, e2(0) Defined as (V2-V3);
S4: adopting a third PID regulation formula to carry out third acceleration regulation and set the accelerationThe subway train receives an external control command to stabilize the acceleration at the value, and decelerates to move to 0 at the acceleration value until stopping at the target position:
wherein Kp3Is the third proportionality coefficient, Ti3Is a third integration time constant, Td3Is a third derivative time constant, g (t) is a third control deviation,a' actual acceleration output in the acceleration adjusting process, and s is the traveling distance of the subway train in the third time of speed adjustment;
S5: and detecting and storing the stop position information and the real-time image information of the subway train to generate an omnibearing stop image of the subway train.
2. A subway train positioning and monitoring system is characterized by comprising positioning terminal equipment located in a subway platform area and an automatic train control system located in a control center;
The positioning terminal equipment comprises a radar velocimeter, a first position monitoring unit, a second position monitoring unit, a third position monitoring unit, a shooting unit, a main controller and a wireless transmission unit;
A running path along the inbound direction of the subway train is divided into a subway train normal running area, a subway train inbound deceleration area and a subway train stop area which are connected in sequence;
The radar speed measuring instrument is arranged at a position L meters away from a subway train stop station in a subway train inbound deceleration area, is used for detecting the speed information of the subway train when the subway train is inbound in real time, and sends the detected speed information of the subway train to the master controller;
The first position monitoring unit comprises a first photoelectric sensor, is arranged at one end of a subway train inbound deceleration area close to a subway train normal running area, is W meters away from a subway train stop, is used as the initial position of the subway train inbound deceleration area, and is defined as a subway train inbound monitoring point;
The second position monitoring unit comprises N second photoelectric sensors which are distributed on two sides of a track of the subway train inbound deceleration area, the subway train inbound deceleration area is divided into a plurality of deceleration sub-areas, each second photoelectric sensor corresponds to one of the deceleration sub-areas, and each second photoelectric sensor is used for detecting whether a subway train passes through the corresponding deceleration sub-area or not and sending a detection result to the master controller;
The third position monitoring unit comprises M third photoelectric sensors which are distributed on two sides of a track of a subway train stop area, the subway train stop area is divided into a plurality of stop sub-areas, each third photoelectric sensor corresponds to one stop sub-area, each third photoelectric sensor group is used for detecting whether a subway train stops at the corresponding stop sub-area or not, and a detection result is sent to the master controller;
The subway train automatic control system comprises a main controller, a subway train inbound speed control unit, a subway train inbound speed control method, a subway train inbound speed control unit, a.
3. the subway train positioning and monitoring system as claimed in claim 2, wherein said positioning terminal device further comprises a shooting unit, said shooting unit is connected to said master controller;
The shooting unit is arranged in an inbound deceleration area of the subway train and is used for shooting real-time image information during the deceleration process and/or parking of the subway train and sending the shot real-time image information to the master controller;
The subway train positioning monitoring system further comprises a data application system located in the control center, wherein the data application system is used for establishing a wireless communication link with the master controller through the wireless transmission unit and is used for receiving the subway train speed information, the subway train position information and the subway train real-time image information sent by the master controller, generating an all-dimensional stop image of the subway train, storing the generated all-dimensional stop image into the memory and displaying the image through the display screen.
4. A subway train positioning monitoring system according to claim 2, wherein said M third photoelectric sensors of said third position monitoring unit are divided into six groups, distributed and arranged in a subway train stop area, dividing the subway train stop area into a first stop area, a second stop area, a third stop area, a fourth stop area and a fifth stop area, which are connected in sequence, along the subway train moving direction;
The six groups of sensors are used for detecting whether a subway train passes through the position of the subway train, the detection result is sent to the master controller, the master controller judges the stopping position of the front end of the subway train according to the detection result of the six groups of sensors, and the judgment result is sent to the automatic train control system.
5. A subway train positioning monitoring system as claimed in claim 4, wherein said master controller generates a first alarm signal in response to determining that the resulting stopping position of the foremost subway train is within a fourth stop area or a second stop area;
And the master controller responds to the fact that the stop position of the foremost end of the subway train is located in a fifth stop area or the first stop area, and generates a second alarm signal.
6. A subway train positioning monitoring system according to claim 4 or 5, wherein said first, second, fourth and fifth stop areas are equally spaced.
7. A subway train positioning monitoring system as claimed in claim 4 or 5, wherein said third stop area is defined as a normal stop area range, represented in green in the omnidirectional stop image of the subway train;
The fourth station stopping area and the second station stopping area are defined as critical station stopping area ranges and are represented by yellow in the omnibearing station stopping image of the subway train;
The fifth and first stop areas are defined as a range of dangerous stop areas, represented in red in the omnidirectional stop image of the subway train.
8. A subway train positioning and monitoring system as claimed in claim 2, wherein said positioning terminal device includes a power module for supplying electric energy required for normal operation to said radar speedometer, said first position monitoring unit, said second position monitoring unit, and said third position monitoring unit.
9. A subway train positioning and monitoring system as claimed in claim 3, wherein said omnibearing stop image of subway train includes real-time image information during deceleration and/or stop of subway train, position error simulation image of actual stop position and third stop area of subway train, data application system stores and analyzes omnibearing stop image of subway train, and according to analysis result, optimizes and adjusts position setting and speed regulation process of radar speedometer, first position monitoring unit, second position monitoring unit and third position monitoring unit.
10. A subway train positioning monitoring system as claimed in claim 5, wherein said subway train positioning monitoring system further comprises an alarm unit;
The alarm unit is arranged in the control center and is connected with the automatic train control system;
The control center responds to any one of the following conditions: 1) the master controller generates a second alarm signal, and 2) the frequency of the first alarm signal generated by the master controller in a set time range is greater than a set frequency threshold value, so that the alarm unit is driven to send out sound and light alarm and alarm information to a specified client.
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