CN112249096B

CN112249096B - Accurate parking method for urban rail transit station

Info

Publication number: CN112249096B
Application number: CN202010959109.3A
Authority: CN
Inventors: 黄克勇; 王惟一; 宓燕
Original assignee: Nanjing Institute of Railway Technology
Current assignee: Nanjing Institute of Railway Technology
Priority date: 2020-09-14
Filing date: 2020-09-14
Publication date: 2022-09-27
Anticipated expiration: 2040-09-14
Also published as: CN112249096A

Abstract

The invention discloses an accurate parking method for an urban rail transit station, which comprises the steps of respectively installing a T1 beacon, a T2 beacon, a T3 beacon, a T4 beacon and a T5 beacon in the station entering direction; acquiring information received by a T1 beacon, a T2 beacon, a T3 beacon, a T4 beacon and a T5 beacon in real time; when the train passes through a beacon T1, the ATO subsystem enters a TASC1 control stage; when the train passes through a T2 beacon and a T3 beacon, wheel diameter value correction is carried out; after the train passes through a T3 beacon, when the train speed is less than or equal to a set speed threshold, the ATO subsystem is switched to a TASC2 control stage; when the train passes through the T5 beacon, the ATO subsystem enters a fixed point parking control phase. The invention can realize the requirement of the urban rail transit project on accurate parking at the station, and ensure that the probability of the parking range of 0.3m is more than or equal to 99.99 percent, and the probability of the train parking in the range of 0.5 m is more than or equal to 99.9998 percent.

Description

Accurate parking method for urban rail transit station

Technical Field

The invention belongs to the technical field of rail transit signal control, and particularly relates to an accurate parking method for an urban rail transit station.

Background

The signal system is a subsystem with the highest requirement on safety in the urban rail transit project, so that the system has extremely high requirements on safety, reliability, usability and maintainability. Taking the platform for accurate parking as an example, the comfort of passengers is ensured, namely the longitudinal impact rate is less than or equal to 0.75m/s ³ Under the condition of (1), the index requirement of an ATO (automatic train operation control system) for controlling the train to stop at the platform is that the probability of the stopping range is more than or equal to 99.99 percent when the stopping range is 0.3 meter; if the parking range is 0.5 m, the probability that the train stops in the range is more than or equal to 99.9998 percent. That is, ten thousand times of parking at the platform can only be stopped outside the range of 0.3 meter once, ten thousand times of parking can only be stopped outside the range of 0.5 meter twice. This is difficult to achieve due to the complexity of the signal controlled traction braking.

In actual control, the factors influencing the accurate stop of the train include: accuracy of the wheel diameter value; the minimum regulating quantity of the traction and braking systems of the train is possibly different from that of different suppliers; the time delay of the braking system is that the braking system can acquire the braking command through an interface circuit between the vehicle-mounted signal system and the braking system after the signal system sends the braking command, and the braking system is processed and then gradually applies braking to delay; the fluctuation in deceleration output from the vehicle during the changeover of electric braking and air braking (hybrid braking) at the time of low-speed control is large, and the deviation is large when the deceleration is large; excessive or insufficient vehicle braking force during electro-pneumatic conversion (hybrid braking); speed and deceleration detection is inaccurate; the change of the train weight causes the insufficient braking force of the train in the peak period; in the parking stage, the vehicle cannot timely respond to the influence of various factors such as the braking force command after the change of the ATO output, and the braking of each train is different, so that it is difficult to establish a standard control model and a theoretical algorithm to meet the probability requirement in the parking range of the station. So the phenomena of passing and losing the targets which are not in the parking range exist in the accurate parking process of the actual ATO control train at the station.

Disclosure of Invention

The invention aims to solve the technical problem that the defects of the prior art are overcome, and the accurate parking method for the urban rail transit station is provided, so that the requirement of the urban rail transit project on the accurate parking of the station is met, the probability that a train is parked in the range of 99.9998% or more when the parking range is 0.3m is ensured, and the probability that the train is parked in the range of 99.99% or more when the parking range is 0.5 m is ensured.

In order to achieve the technical purpose, the technical scheme adopted by the invention is as follows:

an accurate parking method for urban rail transit stations is characterized by being realized based on an ATO subsystem in an urban rail transit signal system, and comprises the following steps:

step 1: installing a T1 beacon, a T2 beacon, a T3 beacon, a T4 beacon and a T5 beacon in the station arrival direction respectively;

the T1 beacon is used for determining the position of the train, and the T2 beacon-T5 beacon is used for completing the compensation of the position of the train and continuously correcting the position error of the train;

the distances from the T1 beacon, the T2 beacon, the T3 beacon, the T4 beacon and the T5 beacon to the OSP become smaller in sequence;

OSP is an operation parking point which is the position of the locomotive when the locomotive is actually operated to park;

step 2: the ATO subsystem acquires information received by a T1 beacon, a T2 beacon, a T3 beacon, a T4 beacon and a T5 beacon in real time;

and step 3: when the train passes through a T1 beacon, the vehicle-mounted beacon antenna receives T1 beacon information, the vehicle-mounted ATO subsystem generates a TASC1 braking curve, and the train enters a TASC1 control stage according to the TASC1 braking curve, and the train is controlled by adopting a fixed braking rate at the stage;

and 4, step 4: when the train passes through a T2 beacon and reaches a T3 beacon, the wheel diameter value is corrected by using the distance between the T2 beacon and the T3 beacon, and after the T3 beacon, the ATO subsystem uses the corrected wheel diameter value before the train stops;

and 5: after the train passes through a T3 beacon, when the train speed is less than or equal to a set speed threshold, the ATO subsystem generates a TASC2 control curve, when the train reaches the T4 beacon, the control of the ATO subsystem on the train is switched from the original TSAC1 control curve to a TSAC2 control curve, and the control is switched to a TASC2 control stage according to the TASC2 control curve, wherein the train is controlled by a braking rate which is lower than the fixed braking rate adopted in the TASC1 control stage;

step 6: when the train passes through a T5 beacon, the ATO subsystem enters a fixed-point parking control stage, in the stage, the output braking rate is gradually increased under the condition that the impact limit of the ATO subsystem is not exceeded, and after the train runs at zero speed, the ATO subsystem outputs the output to keep braking, and then the braking output is stopped.

In order to optimize the technical scheme, the specific measures adopted further comprise:

in step 1, the beacon T1 is located 240 meters away from the service stop, the beacon T2 is located 97m away from the service stop, the beacon T3 is located 58 meters away from the OSP, the beacon T4 is located 14 meters away from the OSP, and the beacon T5 is located 5 meters away from the OSP.

In the step 3, the position away from the operation stopping point by the preset distance is taken as a zero speed point, the position is taken as a starting point, a TASC1 braking curve is generated by the preset fixed braking rate, a prediction curve of the TASC1 braking curve is calculated according to the jerk change of the ATO subsystem after the TASC1 braking curve is obtained, when the train speed curve is intersected with the prediction curve, the train enters a TASC1 control stage, and the train is controlled by the preset fixed braking rate at the stage.

In the above step 4, if the difference between the corrected wheel diameter value and the original wheel diameter value exceeds the set threshold, the original wheel diameter value is used, assuming that the correction is failed.

In the step 5, the position 0m below the BTM antenna is taken as a starting point, and a TASC2 curve is generated at a braking rate smaller than the fixed braking rate adopted in the control stage of the TASC 1;

the BTM antenna is the location of the on-board beacon antenna at the actual stop.

In step 5, the set speed threshold satisfies that the transition from the set speed threshold to the electric idle shift start speed value does not exceed the jerk limit of the ATO subsystem.

In the step 5, the speed threshold is set to be 15km/h, in the control stage of the TASC2, the braking force generated in the braking process of the vehicle is composed of electric braking and air braking, and when the speed of the train is lower than a certain limit value, the electric braking is gradually replaced by the air braking.

In the step 6, when the train detects zero speed in the range of the parking window, the output braking rate is 00.56m/s ² Progressively decreasing to zero.

A virtual beacon T1b is arranged at a position 10 meters away from a T1 beacon, the distance between the virtual beacon T1b and a distance OSP is larger than the distance between the virtual beacon T1 and the distance OSP, when a train passes through the virtual beacon T1b, an ATO subsystem enters a fixed-point parking standby mode, after the fixed-point parking standby mode is entered, if the T1 beacon-T5 beacon receives information, the fixed-point parking mode based on the T1 beacon-T5 beacon is used, namely, the execution is carried out according to the step 1-the step 6, and if the warning is not sent.

The invention has the following beneficial effects:

the invention solves the problem that an ATO subsystem in an urban rail transit signal system accurately controls a train to stop at a station at a fixed point to meet the user requirement, and has the following advantages after being actually used on site:

1. the requirement that the probability of the train stopping in the range of 0.5 m is more than or equal to 99.9998% and the probability of the train stopping in the range of 0.3m is more than or equal to 99.99% is met.

2. The requirements of the same line, different vehicle braking conditions and different line working conditions can be met.

3. On different lines, the requirements can be met by changing configuration parameters when different brake systems are reloaded, and the debugging time is short.

4. Without being limited by the minimum adjustment amount of traction and braking and the delay time of braking.

5. The method is not influenced by the specific time of the switching of the electric control conversion.

6. Is not influenced by the weight of the vehicle.

7. Extensive empirical data in the field is not required to simulate the control curve.

Drawings

FIG. 1 is a schematic diagram of the principles of the present invention;

FIG. 2 is a hybrid brake transition diagram;

fig. 3 is a diagram of an embodiment of the present invention.

Detailed Description

Embodiments of the present invention are described in further detail below with reference to the accompanying drawings.

The invention relates to an accurate parking method for an urban rail transit station, which is based on the adoption of two train control curves to finish accurate parking; the system is applied to the precise stop of the entering station in the ATO subsystem in the urban rail transit signal system.

The ATO (auto Train operation) subsystem is an important subsystem in an ATC (auto Train control) Train control system of urban rail transit, and mainly completes automatic driving of a Train, wherein one important function is to automatically control the Train to accurately stop at a station.

The method is divided into three stages:

TASC (train automatic station control) is divided into a first stage, a second stage, and a third stage, as shown in fig. 1. EBDC is an emergency braking deceleration curve, EBIC is an emergency braking trigger curve, OSP (operating parking point) is the position of the car head when the car is actually operated and parked, and the BTM antenna in fig. 1 is the position of the vehicle-mounted beacon receiving antenna when the car is actually parked.

The method specifically comprises the following steps:

OSP is an operation parking spot, which is the position of the locomotive when the actual operation parking is carried out;

and step 3: when the train passes through a T1 beacon, the vehicle-mounted beacon antenna receives the T1 beacon information, the vehicle-mounted ATO subsystem generates a TASC1 braking curve, and enters a TASC1 control stage according to the TASC1 braking curve, and the train is controlled by a fixed braking rate at the stage;

TASC is the automatic station control of the train;

step 6: when the train passes through a T5 beacon, for example, the distance between the train and a BTM antenna is less than 4 meters (configurable), the ATO subsystem enters a fixed-point parking control stage, in the stage, the output braking rate is gradually increased under the condition that the impact limit of the ATO subsystem is not exceeded, and after the train runs at zero speed, the ATO subsystem outputs the output holding brake and then stops the brake output.

After the beacon T1-the beacon T5, the position of the train is very accurate, the error is minimum, and the train can be stopped and controlled only by outputting the braking rate according to the algorithm of the ATO subsystem.

In the embodiment, in step 1, the installation positions of the T1 beacon, the T2 beacon, the T3 beacon, the T4 beacon and the T5 beacon are respectively determined by the following methods:

referring to fig. 3, the distance between the T1 beacon and the operating stop point is about 240 meters, the distance between the T2 beacon and the operating stop point is about 97 meters, the distance between the T3 and the OSP is about 58 meters, the distance between the T4 and the OSP is about 14 meters, and the distance between the T5 and the OSP is about 5 meters.

If the braking rate a of the TSAC1 control curve is 0.7m/s ² ：

The setting principle of the T1 is that before the TSAC1 parking curve, about 240 meters are needed according to calculation, namely T1 calculation, in order to ensure the calculation accuracy of the TSAC1 control curve, a T1 beacon is set when the TSAC1 control curve is entered, and the train is subjected to first position correction before parking;

the setting principle of T2 is that the train passes through the operation of about 140 meters and completely enters the control of TSAC1 deceleration curve, and the position and wheel diameter of the train are further corrected through T2 because the brake is applied, which is different from the previous condition;

the principle set by T3 is that the physical position of T3 is greater than the speed threshold, so that the TSAC2 control curve is generated in advance on the vehicle, and meanwhile, the correction of the position and the wheel diameter is further carried out, namely, the calculation of T3 is carried out;

the distance from the T4 to the parking point is about 14 meters, namely the position of the intersection point of the TSAC1 and the TSAC2, namely the T4 is calculated, and meanwhile, the further correction of the position and the wheel diameter is carried out, so that the error is smaller and smaller;

t5 is a position about 4-5 m from the parking point, the last position and wheel diameter correction is carried out on the transponder through T5, the speed is already low at the position about 9km/h, the final stage of fixed-point parking is entered, the vehicle-mounted electric brake is gradually reduced, the air brake is gradually increased, and the ATO gradually increases the brake under the condition of meeting the condition impact rate.

T1 calculates:

s240 m, if a is 0.7, t is 26.19 seconds, v is 0.7, 26.19, 18.33m/S is 66km/h

T2 calculates:

s is 97m, if a is 0.7, t is 13.93 seconds, v is 0.7, 13.93 is 9.75m/S is 35.10km/h

T3 calculates:

s is 58m, if a is 0.7, t is 10.77 seconds, v is 0.7, 10.77 m/S is 27.14km/h

T4 calculates:

when S is 14m, if a is 0.7, t is 5.29 seconds, v is 0.7, 5.29, 3.70m/S is 13.33km/h

T5 calculates:

if "a" is 0.7, t "is 3.78 seconds, v" is 0.7, 3.78 m/S "is 9.52 km/h.

As shown in fig. 3, it is optional to install a T1 beacon at a distance of about 240 meters from the OSP in the station approach direction, a T2 beacon at a distance of about 97 meters from the OSP, a T3 beacon at a distance of about 58 meters from the BTM antenna, a T4 beacon at a distance of about 14 meters from the BTM antenna, and a T5 beacon at a distance of about 5 meters from the BTM antenna.

In an embodiment, in step 3, a preset distance from the operating parking point is used, for example, a position with a default value of 5 meters (configurable) is a zero-speed point, and the position is used as a starting point, and a preset fixed braking rate is used, for example, 0.7m/s ² (configurable) generating a TASC1 braking curve (such as the TASC1 curve shown in FIG. 1), wherein the preset fixed curve is based on the requirements of the owner, and if no special requirement exists, a can be selected to be 0.7m/s ² After obtaining the TASC1 braking curve, the control curve of TASC2 is calculated according to the fixed braking rateLine, brake rate default is 0.56m/s ² The switching from the TSAC1 control curve to the TASC2 curve should meet the jerk (shock rate) change requirement of the ATO subsystem, and the standard specified value is that Jeck is less than 0.3m/s ³ And when the train speed curve is intersected with the prediction curve, the train enters a TASC1 control stage, and the train is controlled by the preset fixed braking rate at the stage.

In the embodiment, in the step 4, the wheel diameter is corrected by using the relative position between T5 and T1, the transponder distance between T1 and T5 is fixed, these values are stored in the onboard database, the train sequentially passes through T1 to T5, the spacing distance is gradually reduced, the positioning accuracy of the train and the wheel diameter accuracy are higher and higher, and the index is within 2 mm.

In the embodiment, in the step 5, the TASC2 control curve is generated in a similar way to the TASC1 control curve, but with a smaller braking rate of 0.56m/s ² (configurable), namely, a TASC2 curve is generated with a braking rate smaller than the fixed braking rate adopted in the control stage of the TASC1 (as shown by a TASC2 curve in FIG. 1) by taking the position 0m below the BTM antenna as a starting point;

In an embodiment, in step 5, the set speed threshold satisfies that the transition from the set speed threshold to the electric idle transition start speed value does not exceed the jerk limit of the ATO subsystem.

In the embodiment, in the step 5, the speed threshold is set to be 15km/h, and in the TASC2 control phase, when the vehicle speed is lower than 15km/h, the braking force generated during the braking process of the vehicle is composed of an electric brake and an air brake, as shown in fig. 2, as the speed is reduced, the electric brake is gradually reduced, and the air brake is gradually increased, as shown in fig. 2, when the speed of the train is lower than a certain limit value, usually below 9km/h, the electric brake is gradually replaced by the air brake, and the difficulty of controlling the train to stop accurately by signals is increased due to the switching of the vehicle brake.

In the embodiment, in the step 6, if the train detects zero speed in the range of the parking window, a smaller braking rate is output, from 0.56m/s ² Progressively decreasing to zero.

In an embodiment, if no T1 beacon is received, a fixed point parking standby mode is generated to avoid speeding.

The traditional accurate parking control mode is that a target parking point is zero speed, only one TSAC parking speed control curve is generated, and the parking is influenced by multiple factors such as the adjustment quantity of vehicle traction braking, braking delay time, the proportion and time of electric-to-air conversion, the error of signal speed detection, the progress of a wheel diameter value, the vehicle weight, the algorithm of ATO software and the like, so that the requirement that the probability is more than or equal to 99.99% when the parking range is 0.3m is difficult to achieve.

The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above-mentioned embodiments, and all technical solutions belonging to the idea of the present invention belong to the protection scope of the present invention. It should be noted that modifications and embellishments within the scope of the invention may be made by those skilled in the art without departing from the principle of the invention.

Claims

1. An accurate parking method for urban rail transit stations is characterized by being realized based on an ATO subsystem in an urban rail transit signal system, and comprises the following steps:

and 3, step 3: when the train passes through a T1 beacon, the vehicle-mounted beacon antenna receives T1 beacon information, the vehicle-mounted ATO subsystem generates a TASC1 braking curve, and the train enters a TASC1 control stage according to the TASC1 braking curve, and the train is controlled by adopting a fixed braking rate at the stage;

step 6: when the train passes through a T5 beacon, the ATO subsystem enters a fixed-point stopping control stage, in the stage, the output braking rate is gradually increased under the condition that the impact limit of the ATO subsystem is not exceeded, and after the train runs at zero speed, the ATO subsystem outputs to keep braking, and then the braking output is stopped;

in step 1, the distance between a T1 beacon and an operating stop is 240 meters, the distance between a T2 beacon and an operating stop is 97m, the distance between a T3 and an OSP58 meter, the distance between a T4 and an OSP14 meter, and the distance between a T5 and an OSP5 meter;

in the step 6, if the train detects zero speed in the range of the parking window, the output braking rate is from 0.56m/s ² Progressively decreasing to zero.

2. The method as claimed in claim 1, wherein in the step 3, a position a preset distance from the operating stop point is set as a zero speed point, and the position is used as a starting point, a TASC1 braking curve is generated at a preset fixed braking rate, a prediction curve of the TASC1 braking curve is calculated according to jerk variation of the ATO subsystem after the TASC1 braking curve is obtained, and when the train speed curve intersects with the prediction curve, the train enters a TASC1 control stage, in which the train is controlled by using the preset fixed braking rate.

3. The method as claimed in claim 1, wherein in the step 4, if the difference between the corrected wheel diameter value and the original wheel diameter value exceeds a set threshold, the correction is considered to be failed, and the original wheel diameter value is used.

4. The precise parking method at an urban rail transit station according to claim 1, wherein in step 5, a TASC2 curve is generated with a braking rate smaller than the fixed braking rate adopted in the control phase of TASC1, with 0m below the BTM antenna as a position starting point;

5. The method as claimed in claim 1, wherein the set speed threshold value satisfies the jerk limit that the transition from the set speed threshold value to the electric idle shift start speed value does not exceed the ATO subsystem in the step 5.

6. The method as claimed in claim 1, wherein in the step 5, a speed threshold is set to 15km/h, and in the TASC2 control phase, the braking force generated during the braking of the vehicle is composed of electric braking and air braking, and when the train speed is lower than a certain limit value, the electric braking is gradually replaced by the air braking.

7. The precise parking method at an urban rail transit station as claimed in claim 1, wherein a virtual beacon T1b is installed at a distance of 10 m from the T1 beacon, the distance between the virtual beacon T1b and the distance OSP is greater than that between the virtual beacon T1 and the distance OSP, when the train passes through the virtual beacon T1b, the ATO subsystem enters the fixed-point parking standby mode, and after entering the fixed-point parking standby mode, if the T1 beacon-T5 beacon receives the information, the fixed-point parking mode based on the T1 beacon-T5 beacon is used, that is, the steps 1 to 6 are performed, otherwise, an early warning is issued.