CN111645723A - Parking assist system and parking assist method - Google Patents
Parking assist system and parking assist method Download PDFInfo
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- CN111645723A CN111645723A CN202010523661.8A CN202010523661A CN111645723A CN 111645723 A CN111645723 A CN 111645723A CN 202010523661 A CN202010523661 A CN 202010523661A CN 111645723 A CN111645723 A CN 111645723A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0072—On-board train data handling
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/02—Services making use of location information
- H04W4/023—Services making use of location information using mutual or relative location information between multiple location based services [LBS] targets or of distance thresholds
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
Abstract
The application discloses a parking assist system and a parking assist method. The parking assist system includes: the positioning base stations are deployed in a station section, and stop signs used for indicating stop positions are arranged in the station section; the positioning identifier is deployed on a train and is used for communicating with the positioning base station to obtain distance information of the train from the positioning base station; the data conversion equipment is deployed on the train and used for converting the distance information of the train from the positioning base station into the distance information of the train from the stop sign; and the auxiliary automatic operation equipment is deployed on the train and used for analyzing the acquired distance information of the train from the stop sign and the state data of the train so as to generate control parameters for controlling the train. Through the parking assist system, the train can automatically and accurately stop at the corresponding station.
Description
Technical Field
The present application relates to the field of train control technologies, and in particular, to a parking assist system and a parking assist method for a train.
Background
Rail vehicles (e.g., high-speed rail, light rail, subway, underground tram, etc.) need to be parked at a specific location, e.g., subway needs to be parked at a parking station to allow passengers to get on and off the train. During the parking process, it is necessary to align the doors of the train with the screen door.
Taking a subway train as an example, aligning the doors when the subway is parked is referred to in the technical term as "benchmarking". It is known to provide a stop sign (alternatively referred to as a stop point) at the very front of each subway station, with the other doors of the train and the screen doors being aligned when the centre line of the windows of the subway cab is aligned therewith. If the center line of the window of the subway cab is aligned with the parking mark without any error, the parking is called as 'zero mark' parking; if the subway exceeds the stop sign or does not reach the stop sign after being stopped stably, the subway is called as 'over-sign' and 'under-sign', and the doors of the train are misaligned. And when the subway is over-standard or under-standard, the subway door cannot be opened when the distance between the subway door and the subway door exceeds 50 cm.
For rail vehicles, parking the "benchmarks" is a very important link. Accordingly, it is desirable to provide improved parking assist solutions for rail vehicles.
Disclosure of Invention
The present application is proposed to solve the above-mentioned technical problems. The embodiment of the application provides a parking assisting system and a parking assisting method, which obtain the distance of a train through broadband communication between a plurality of positioning base stations deployed in a station interval and positioning identifications deployed in the train, and are used for controlling the train, so that the train can automatically and accurately stop at a corresponding station.
According to an aspect of the present application, there is provided a parking assist system including:
the positioning base stations are deployed in a station section, and stop signs used for indicating stop positions are arranged in the station section;
the positioning identifier is deployed on the train and used for communicating with the positioning base station through broadband communication so as to obtain distance information of the train from the positioning base station;
the data conversion equipment is deployed on the train and used for converting the distance information of the train from the positioning base station into the distance information of the train from the stop sign and transmitting the distance information of the train from the stop sign and the state data of the train; and
and the auxiliary automatic operation equipment is deployed on the train and used for analyzing the acquired distance information between the train and the stop sign and the state data of the train so as to generate control parameters for controlling the train.
In the above-described parking assist system, the state data of the train includes a speed and/or an acceleration of the train.
In the parking assist system, the plurality of positioning base stations are arranged at a preset interval, and the preset interval is set to be 50-100 m.
In the parking assist system, the positioning identifier is an ultra-wideband positioning identifier, and the positioning base station is an ultra-wideband positioning base station.
In the parking assist system, the train includes a first portion for driving and a second portion connected to the first portion, and the positioning mark is disposed on the first portion of the train.
According to another aspect of the present application, there is provided a parking assistance method including:
the method comprises the following steps that a positioning mark deployed in a train is communicated with a positioning base station deployed in a station interval through broadband communication so as to obtain distance information of the train from the positioning base station, wherein a stop sign used for indicating a stop position is arranged in the station interval;
the data conversion equipment deployed on the train converts the distance information of the train from the positioning base station into the distance information of the train from the stop sign, and transmits the distance information of the train from the stop sign and the state data of the train; and
and the auxiliary automatic operation equipment deployed on the train analyzes the acquired distance information of the train from the stop sign and the state data of the train to generate control parameters for controlling the train.
In the above parking assist method, the state data of the train includes a speed and/or an acceleration of the train.
In the parking assistance method, the positioning base stations are arranged at preset intervals in the parking interval, and the preset intervals are set to be 50-100 meters.
In the parking assistance method, the positioning identifier is an ultra-wideband positioning identifier, and the positioning base station is an ultra-wideband positioning base station.
In the parking assist method, the train includes a first portion for driving and a second portion connected to the first portion, and the positioning mark is disposed on the first portion of the train.
According to the parking assistance system and the parking assistance method, the distance information of the positioning base stations is obtained through broadband communication between the positioning base stations deployed in the station interval and the positioning identifications deployed in the train, and the train can be automatically and accurately controlled to stop at the corresponding station.
In addition, the parking assist system and the parking assist method adopt a broadband communication technology, and can perform more accurate measurement on the position, speed, acceleration and the like of the train.
In addition, by the parking assisting system and the parking assisting method, the train can start the parking preparation stage earlier so as to ensure that the train runs stably in the whole process. The parking assist system can control the train to stop smoothly, and the longitudinal impact rate in the traction or braking process is not more than 0.35m/s 3. The parking assist system can reduce the benchmarking error to 30cm to ensure normal operation.
Drawings
The above and other objects, features and advantages of the present application will become more apparent by describing in more detail embodiments of the present application with reference to the attached drawings. The accompanying drawings are included to provide a further understanding of the embodiments of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application. In the drawings, like reference numbers generally represent like parts or steps.
Fig. 1 illustrates an architectural diagram of a parking assist system according to an embodiment of the present application.
Figure 2 illustrates an architectural schematic of one type of positioning system for subway trains.
Figure 3 illustrates an example of locating markers deployed on a subway train.
Fig. 4 illustrates a flow diagram of a parking assist method according to an embodiment of the application.
Detailed Description
Hereinafter, example embodiments according to the present application will be described in detail with reference to the accompanying drawings. It should be understood that the described embodiments are only some embodiments of the present application and not all embodiments of the present application, and that the present application is not limited by the example embodiments described herein.
Summary of the application
As mentioned above, parking the "benchmarks" is a very important link for rail vehicles. Still taking the operation of the subway as an example, the parking of the subway has two control modes: a manual control mode and an ATO (Automatic train operation) control mode. In the manual driving mode, the vehicle is manually stopped by the driver. In the ATO mode, the automatic train operation device (or, referred to as an automatic train operation system) performs a parking function by itself, and the ATO can also realize other functions: including but not limited to acceleration, cruising, deceleration of a train, automatic opening of doors and platform gates after parking, etc.
The automatic driving mode is adopted for operation, and the operation speed and the acceleration and deceleration control of the train are automatically completed by a computer system. Under the normal operation condition, in the process of train progress and parking, the train door and the platform door need to be aligned, the requirement on parking precision is high, and the requirement on time response is fast. However, the existing parking assist system cannot really realize smooth and accurate parking. In the actual operation process, the automatic driving mode is adopted for operation, the train can generate certain acceleration change, and the phenomenon of 'back feeding' is caused. According to related regulation 4.1.15 in subway design Specification (national Standard GB 50157-2013): ' the longitudinal impact rate of the train in the traction or braking process should not be more than 0.75m/s3". GroundThe smoothness of the railway train during the traction start and brake stop phases directly affects the comfort of the passengers. That is, the conventional parking assist system cannot provide a comfortable riding environment for passengers. The core reason for the technical problem is that the existing parking assist system has the problem of low measurement precision.
Specifically, existing parking assist systems include an axle meter, a trackside RFID transponder, and an auxiliary autorun device. The train axle counting technology is widely applied to measurement of rail equipment such as rail trains or subways and used for calculating the service condition of the rails. However, the train axle counting technique is relatively susceptible to interference. By adopting the RFID radio frequency technology, the interference of the external environment can be effectively avoided, and the precision of the train axle counting technology is greatly improved. However, the axle meter technology and the RFID radio frequency technology are essentially matched to realize an area positioning technology, which cannot perform accurate positioning on the train, that is, the positioning accuracy of the axle meter technology and the RFID radio frequency technology is still low. In addition, the train axle counting is easy to miss reading.
In order to solve the technical problems, the basic idea of the application is to adopt a unique broadband communication mechanism to carry out point-to-point time-of-flight ranging and communication, obtain the distance between a train and a positioning base station node arranged along a track in a measurable range, and automatically judge the accurate position of the train on a track line. Based on the method, the parking auxiliary system can generate the operation parameters of the control train so as to realize smooth and accurate 'benchmarking' parking.
Based on this, the present application provides a parking assist system, comprising: the positioning base stations are deployed in a station section, and stop signs used for indicating stop positions are arranged in the station section; the positioning identifier is deployed on the train and used for communicating with the positioning base station through broadband communication so as to obtain distance information of the train from the positioning base station; the data conversion equipment is deployed on the train and used for converting the distance information of the train from the positioning base station into the distance information of the train from the stop sign and transmitting the distance information of the train from the stop sign and the state data of the train; and the auxiliary automatic operation equipment is deployed on the train and used for analyzing the acquired distance information between the train and the stop sign and the state data of the train so as to generate control parameters for controlling the train. Therefore, the train can be automatically and accurately controlled to stop at the corresponding station.
Having described the general principles of the present application, various non-limiting embodiments of the present application will now be described with reference to the accompanying drawings.
Exemplary parking assist System
As shown in fig. 1, a parking assist system based on an embodiment of the present application is illustrated, wherein the parking assist system is used for controlling rail transit trains to precisely and smoothly stop at a station in a "benchmarking" manner. Here, in the embodiment of the present application, the rail transit train includes a rail transit train (e.g., a light rail) operating in an above-ground environment and a rail transit train (e.g., a subway train, a tram for underground coal (or other mineral resources)) operating in an underground environment. For convenience of explanation and understanding, in the embodiments of the present application, the positioning system in the embodiments of the present application is explained by taking the positioning object as a subway train as an example.
As shown in fig. 1, in the embodiment of the present application, the parking assist system includes a plurality of positioning base stations 11 deployed in a station area, a positioning identifier 12 deployed in a train, and a data conversion device 13 deployed in the train; and an auxiliary automatic operation device 14 disposed in the train. Here, the station section indicates an area between train start stops and train stop stations, and a stop sign indicating a stop position is provided in the station section.
During the operation of the parking assist system, the calibration identifier deployed on the train is used for communicating with the positioning base station 11 by broadband communication to obtain the distance information of the train from the positioning base station 11. And a data conversion device 13 disposed in the train, configured to convert the distance information of the train from the positioning base station 11 into the distance information of the train from the stop sign, and transmit the distance information of the train from the stop sign and the state data of the train (where the state data of the train includes the speed and the acceleration of the train) to the auxiliary automatic operation device 14. The auxiliary automatic operation device 14 is configured to analyze the acquired distance information of the train from the stop sign and the state data of the train to generate a control parameter for controlling the train. Therefore, the parking assistant system can automatically and accurately control the train to stop at the corresponding station.
As mentioned above, the key to the parking assist system being able to automatically and precisely control the train to stop at the corresponding station "benchmarking" is: the parking assist system can accurately position the train. To achieve this technical goal, the present application employs a unique broadband communication mechanism for point-to-point time-of-flight ranging and communication. Specifically, in the embodiment of the present application, the positioning base station 11 and the positioning identifier 12 communicate with each other by using a broadband communication technology. In one possible implementation manner of the present application, the positioning base station 11 is implemented as an Ultra Wide Band (UWB) base station, and the positioning identifier 12 is implemented as an Ultra Wide Band (UWB) identifier. Those skilled in the art will appreciate that ultra-wideband technology is gradually becoming a new communication technology with great difference from the conventional communication technology, which does not need to use the carrier wave in the conventional communication system, thereby having a bandwidth in the order of GHz. Compared with the traditional narrow bandwidth system, the ultra-wideband system has the advantages of strong penetrating power, low power consumption, good anti-interference performance, high safety, low system complexity, capability of providing accurate positioning precision and the like. Of course, it will be understood by those skilled in the art that in other examples of the present application, the positioning base station 11 and the positioning identifier 12 can also communicate by using other wideband communication technologies equivalent to ultra wideband technologies, such as 6G or 7G cellular communication technologies developed in the future. The examples of the present application are not intended to be limiting in any way.
In the specific deployment process, in order to ensure the positioning effect of the train in the station section, the positioning base stations 11 arranged in the station section by the parking auxiliary system are set according to a preset distance. Preferably, the preset interval is set to 50 meters to 100 meters. One of ordinary skill in the art will appreciate that the train includes a first section (e.g., cab section) for driving and a second section (e.g., passenger section) connected to the first section. In particular, in the present embodiment, the location indicator 12 is deployed in the first portion of the train. More specifically, the positioning mark 12 includes an antenna mounted on the upper portion of the front windshield of the train during deployment and a positioner mounted on the side of the cab. Of course, in other examples of the present application, the antenna and the locator of the location indicator 12 can be arranged in other manners, and this is not limited by the present application.
It should be noted that the positioning identifier and the positioning base station in the parking assist system according to the embodiment of the present application are part of a positioning system for a subway train developed by the inventor of the present application. In particular, fig. 2 illustrates a system architecture diagram of the positioning system for subway trains. As shown in fig. 2, the positioning system includes the positioning base station disposed along a track, an on-board device provided in a train, a positioning tag carried by a person, and a ground system. Specifically, the positioning base station is deployed on the wall or the top of a roadway on one side of the track; considering that the subway operation roadway is narrow, the radio frequency signal must meet the line-of-sight transmission condition to ensure the continuous positioning effect, in the specific implementation, it is preferable to arrange a positioning base station every 200-. The vehicle-mounted equipment comprises the positioning identifier deployed in the train and a vehicle-mounted computer. In specific implementation, the positioning identifiers are installed in the train head cab and the train tail cab to serve as vehicle-mounted positioners so as to realize distance measurement with a positioning base station, wherein the positioning identifiers comprise positioners and antennas. During deployment, the antenna is preferably mounted on the top of the front windshield of the train, and the locator is mounted on the side of the train control room, as shown in fig. 3. The localizers directly get electricity from the interior of the vehicle, support the power supply of a 12-24V power supply, and the power of each localizer is about 10W. Meanwhile, vehicle-mounted computers are arranged at the head and the tail of the train at the same time, and the vehicle-mounted computers are connected with the positioner through Ethernet cables to realize position calculation of positioning data. The vehicle-mounted computer needs to access a public network to update a map and an algorithm. The ground system comprises function configurations such as position display, data tracks, map updating service, data storage and historical tracks.
In the actual operation process, the positioning base station disposed on the roadway wall or the roadway top on one side of the track communicates (or ranges) with the positioning identifier disposed on the train to provide the position information of the positioning identifier (i.e., the position information of the train). Or, the positioning identifier deployed in the train is responsible for communicating with the positioning base station to obtain the position of the positioning base station. Further, the real-time position of the train is calculated by combining the positioning data generated by directly reading the positioning identification by the vehicle-mounted computer with the map set data (that is, the position calculation service needs the support of the map set, and the map update service updates the map and the algorithm from the ground position server at regular time). It is worth mentioning that the position information of the train can be displayed by using the display screen of the vehicle-mounted control system, and in order to realize the function, a data interface from the position calculation service to the vehicle-mounted control system needs to be established. The personnel tag is carried by roadway constructors and is communicated with the positioning base station arranged in the roadway at regular time so as to provide position information of personnel. Particularly, the personnel tag is internally provided with a battery for supplying power, and can continuously work for more than 20 days after being fully charged once. In the ground system, the train position can be displayed by using a current control system display interface, and data is directly read from the position aggregation service. The data collection service acquires data from the positioning base station and provides data support for a ground GIS display system, and the archiving service is responsible for classifying and archiving real-time data so as to inquire historical tracks after a later time. And the map data updating is in charge of online release of the latest algorithm and map set data, and all vehicle-mounted systems can acquire the latest map set data and the algorithm updating in real time.
It is also worth mentioning that the train can start the parking preparation stage earlier by the parking assist system, so as to ensure that the train runs smoothly in the whole process. And, the parkingThe auxiliary system can control the train to stop smoothly, and the longitudinal impact rate is not more than 0.35m/s in the traction or braking process3. And, the parking assist system can reduce the benchmarking error to 30cm to ensure normal operation.
It should be understood that, although the parking assist system is used for a subway train in the embodiment of the present application as an example, a person skilled in the art should know that the parking assist system disclosed in the present application can also be applied to other rail transit trains, and thus, the present application is not limited thereto.
Exemplary parking assistance method
According to another aspect of the application, a parking assistance control method is also provided.
Fig. 4 illustrates a flow diagram of a parking assist method according to an embodiment of the application. As shown in fig. 4, a parking assistance method according to an embodiment of the present application includes: s110, a positioning mark deployed in a train communicates with a positioning base station deployed in a station interval through broadband communication to obtain distance information of the train from the positioning base station, wherein a stop sign used for indicating a stop position is arranged in the station interval; s120, converting distance information of the train from the positioning base station into distance information of the train from the stop sign by data conversion equipment deployed on the train, and transmitting the distance information of the train from the stop sign and state data of the train; and S130, analyzing the acquired distance information of the train from the stop sign and the state data of the train by the auxiliary automatic operation equipment deployed in the train to generate control parameters for controlling the train.
In the parking assist method according to the embodiment of the present application, the state data of the train includes a speed and/or an acceleration of the train.
In the parking assistance method according to the embodiment of the application, the positioning base stations are arranged at preset intervals in the parking interval, and the preset intervals are set to be 50-100 meters.
In the parking assist method according to an embodiment of the present application, the positioning base station is implemented as an Ultra Wide Band (UWB) base station, and the positioning flag is implemented as an Ultra Wide Band (UWB) flag. Those skilled in the art will appreciate that ultra-wideband technology is gradually becoming a new communication technology with great difference from the conventional communication technology, which does not need to use the carrier wave in the conventional communication system, thereby having a bandwidth in the order of GHz. Compared with the traditional narrow bandwidth system, the ultra-wideband system has the advantages of strong penetrating power, low power consumption, good anti-interference performance, high safety, low system complexity, capability of providing accurate positioning precision and the like.
In the parking assist method according to the embodiment of the application, the train comprises a first part for driving and a second part connected with the first part, wherein the positioning mark is arranged on the first part of the train.
In summary, the parking assistance method according to the embodiment of the present application is clarified, and the method can automatically and precisely control the train to stop at the corresponding station. In addition, the parking assist system adopts a broadband communication technology, so that the position, the speed and the acceleration of the train can be measured more accurately. And, through the auxiliary system that parks, the train can begin the preparation stage of parkking earlier to ensure that the train moves steadily throughout. And the parking auxiliary system can control the train to stop smoothly, and the longitudinal impact rate is not more than 0.35m/s in the traction or braking process3. And, the parking assist system can reduce the benchmarking error to 30cm to ensure normal operation.
It should be understood that the term "and/or" is merely one type of association that describes an associated object, meaning that three types of relationships may exist, e.g., a and/or B, may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.
It should be understood that, in various embodiments of the present invention, the sequence numbers of the above-mentioned processes do not mean the execution sequence, and the execution sequence of each process should be confirmed by its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware and computer software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
It can be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working processes of the system, the apparatus and the unit described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is merely a logical division, and other divisions may be actually made, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
The above description is only for the specific embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and the changes or substitutions should be covered outside the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A parking assist system, comprising:
the positioning base stations are deployed in a station section, and stop signs used for indicating stop positions are arranged in the station section;
the positioning identifier is deployed on the train and used for communicating with the positioning base station through broadband communication so as to obtain distance information of the train from the positioning base station;
the data conversion equipment is deployed on the train and used for converting the distance information of the train from the positioning base station into the distance information of the train from the stop sign and transmitting the distance information of the train from the stop sign and the state data of the train; and
and the auxiliary automatic operation equipment is deployed on the train and used for analyzing the acquired distance information between the train and the stop sign and the state data of the train so as to generate control parameters for controlling the train.
2. A park assist system according to claim 1, wherein the status data of the train includes the speed and/or acceleration of the train.
3. The parking assist system according to claim 1, wherein the plurality of positioning base stations are arranged at a preset pitch, the preset pitch being set to 50 meters to 100 meters.
4. The park assist system according to claim 1, wherein the positioning tag is an ultra-wideband positioning tag and the positioning base station is an ultra-wideband positioning base station.
5. The park assist system according to claim 4, wherein the train includes a first portion for driving and a second portion connected to the first portion, the locating mark being disposed on the first portion of the train.
6. A parking assist method, comprising:
the method comprises the following steps that a positioning mark deployed in a train is communicated with a positioning base station deployed in a station interval through broadband communication so as to obtain distance information of the train from the positioning base station, wherein a stop sign used for indicating a stop position is arranged in the station interval;
the data conversion equipment deployed on the train converts the distance information of the train from the positioning base station into the distance information of the train from the stop sign, and transmits the distance information of the train from the stop sign and the state data of the train; and
and the auxiliary automatic operation equipment deployed on the train analyzes the acquired distance information of the train from the stop sign and the state data of the train to generate control parameters for controlling the train.
7. A park assist method according to claim 6, wherein the status data of the train includes the speed and/or acceleration of the train.
8. The parking assist method according to claim 6, wherein the positioning base stations are arranged at a preset interval within the parking section, the preset interval being set to 50-100 meters.
9. The parking assist method according to claim 6, wherein the positioning identifier is an ultra-wideband positioning identifier and the positioning base station is an ultra-wideband positioning base station.
10. A method of park assist as in claim 9, wherein the train includes a first portion for propulsion and a second portion connected to the first portion, the locating mark being deployed on the first portion of the train.
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| CN202010523661.8A CN111645723A (en) | 2020-06-10 | 2020-06-10 | Parking assist system and parking assist method |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112124365A (en) * | 2020-09-18 | 2020-12-25 | 交控科技股份有限公司 | Method and system for locating parking point of urban rail signal system |
| CN112298286A (en) * | 2020-10-21 | 2021-02-02 | 卡斯柯信号有限公司 | Train parking method based on forbidden energy monitoring area |
| CN112550373A (en) * | 2020-12-03 | 2021-03-26 | 中车资阳机车有限公司 | Laser positioning system applied to alignment tractor |
| CN113401185A (en) * | 2021-06-30 | 2021-09-17 | 卡斯柯信号有限公司 | Parking control method, device, equipment and medium for rail transit signal system |
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2020
- 2020-06-10 CN CN202010523661.8A patent/CN111645723A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112124365A (en) * | 2020-09-18 | 2020-12-25 | 交控科技股份有限公司 | Method and system for locating parking point of urban rail signal system |
| CN112124365B (en) * | 2020-09-18 | 2022-08-30 | 交控科技股份有限公司 | Method and system for locating parking point of urban rail signal system |
| CN112298286A (en) * | 2020-10-21 | 2021-02-02 | 卡斯柯信号有限公司 | Train parking method based on forbidden energy monitoring area |
| CN112298286B (en) * | 2020-10-21 | 2022-07-12 | 卡斯柯信号有限公司 | Train parking method based on forbidden energy monitoring area |
| CN112550373A (en) * | 2020-12-03 | 2021-03-26 | 中车资阳机车有限公司 | Laser positioning system applied to alignment tractor |
| CN113401185A (en) * | 2021-06-30 | 2021-09-17 | 卡斯柯信号有限公司 | Parking control method, device, equipment and medium for rail transit signal system |
| CN113401185B (en) * | 2021-06-30 | 2022-08-26 | 卡斯柯信号有限公司 | Parking control method, device, equipment and medium of rail transit signal system |
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