CN113085959A

CN113085959A - Method and system for accurately parking magnetic-levitation train

Info

Publication number: CN113085959A
Application number: CN202110645326.XA
Authority: CN
Inventors: 石晶; 贾云光; 崔俊锋; 杨明春; 姚文华; 刘岭
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2021-06-10
Filing date: 2021-06-10
Publication date: 2021-07-09
Anticipated expiration: 2041-06-10
Also published as: CN113085959B

Abstract

The invention provides a method and a system for accurately stopping a magnetic-levitation train, wherein the method comprises the following steps: acquiring trigger information of the correlation device; determining a train parking area according to the trigger information; judging whether the accurate parking requirement is met according to the train parking area, if not, then: determining the parking deviation of the train according to the triggering information; and controlling the train to accurately stop according to the stopping deviation. The method and the system for accurately parking the maglev train can be used for automatically adjusting and accurately parking the automatically driven maglev train of the maglev train, feeding back the actual vehicle parking deviation, automatically adjusting and accurately parking the vehicle after the vehicle passes the mark or lacks the mark, and accurately parking the vehicle by one-time vehicle control.

Description

Method and system for accurately parking magnetic-levitation train

Technical Field

The invention belongs to the field of rail transit, and particularly relates to a method and a system for accurately stopping a magnetic-levitation train.

Background

An Automatic Train Operation (ATO) system calculates the position of the train in real time through train speed and distance measurement based on a vehicle-mounted map, and controls the train to stop at a platform service stop point SSP (service stop point) of the vehicle-mounted map of the train, wherein the error is less than +/-30 cm. When the train is over-standard or under-standard, the ATO sends a command of jumping number to the train according to the target distance of the train needing to jump, the unit of jumping is 30cm at a time, and the train jumps 3 times at most. And when the difference between the train calculated position and the SSP is still not 30cm after jumping or the difference between the train calculated position and the actual position is larger and the door opening condition is not reached, the driver is required to quit the automatic driving mode, and manual driving control is performed to align the targets according to the actual condition. The distance difference value between the central line of the vehicle door and the central line of the shield door after the vehicle is parked in the conventional rail transit in the automatic driving mode is larger than 50cm, a driver is required to quit the automatic driving mode, and the vehicle door and the shield door are aligned through manual driving and then are manually opened, so that the stop time is prolonged, and the transportation efficiency is influenced.

The existing ATO parking method relies on train speed measurement and distance measurement, namely, train position calculation and train control. In order to correct train speed and distance measurement errors, the ground responder is required to provide absolute position information to correct the train position. But the failure rate of the magnetic suspension train transponder is higher. The wheel-track type train speed measurement mainly depends on a photoelectric encoder or a speed measurement motor arranged at the shaft end, and the contact speed measurement positioning method is not suitable for the magnetic suspension train. The main speed and distance measuring method of the existing maglev train is speed and location based on a counting sleeper, which is easy to be interfered by electromagnetic interference and based on an induction loop and needs to fix the distance between sleepers.

Compared with the traditional wheel-rail train, the magnetic-levitation train has particularity, and the speed and distance measuring method is influenced by factors such as train vibration, electromagnetic environment, line conditions and the like, so that the error of speed and distance measuring is large. And the transponder used for calibrating the train position has higher failure rate due to the influence of electromagnetism. The train automatic driving depends on a vehicle-mounted train safety protection system (ATP), the position of the train is accurately positioned through a positioning subsystem, therefore, when the speed measurement is not accurate, the deviation between the calculated displacement of a signal system and the actual displacement is increased, the signal system outputs a corresponding braking command in advance or in delay, although the error between the train position in a train-mounted map and the SSP stop is less than +/-30 cm (or +/-50 cm, and is used in a parking scene with low parking accuracy requirement), the error between the train position and a benchmarking pole position in an actual situation can be more than 30cm (or +/-50 cm), and even the error is larger, so that the train door and a shielded door cannot be normally opened and closed.

Because the traditional ATO parking relies on the calculated train speed and distance measurement, when the calculated train position/accurate parking state when approaching a parking point in the vehicle-mounted map is inconsistent with the actual train position/accurate parking state, the deviation of the actual parking position cannot be given according to the calculated train position in the vehicle-mounted map, namely, the vehicle-mounted map information and the actual train position information do not form an information closed loop. The speed and distance measurement of the magnetic-levitation train is still an unsolved difficulty in the industry, and the reliability of the train which is used as the basis for accurate train stop according to the calculated train position is not high.

To sum up, the jump adjustment of prior art has firstly stipulated the unit of jump, secondly relies on-vehicle speed measuring range finding equipment to calculate the train position, consequently under the great condition of maglev train speed measuring range finding error, still can not fine satisfy the demand of accurate parking yet.

There is therefore a need for an accurate parking solution for an autonomous magnetic levitation train.

Disclosure of Invention

Aiming at the problems, the invention provides a method for accurately stopping a magnetic-levitation train, which comprises the following steps:

acquiring trigger information of the correlation device;

determining a train parking area according to the trigger information;

judging whether the accurate parking requirement is met according to the train parking area, if not, then:

determining the parking deviation of the train according to the triggering information;

and controlling the train to accurately stop according to the stopping deviation.

Further, determining a parking deviation of the train according to the trigger information includes:

determining the corresponding inbound triggering position of the correlation device according to the triggering information;

acquiring a trigger speed and a trigger time when a train passes through a station entering trigger position;

and determining the parking deviation according to the arrival triggering position, the triggering time and the triggering speed.

obtaining the stopping time of the train stopping after the train passes through the arrival triggering position;

and determining the parking deviation according to the parking time, the triggering time, the arrival triggering position and the triggering speed.

Further, controlling the train to accurately stop according to the stopping deviation comprises:

and calculating a new stopping point according to the stopping deviation, and controlling the train to stop accurately according to the new stopping point.

Further, determining a train parking area according to the trigger information includes:

and determining a train parking area according to the acquired trigger information of at least two groups of correlation devices.

and determining that the train stops in the under-parking area according to the triggering state of the first triggering information of the first correlation device and the non-triggering state of the second triggering information of the second correlation device in the correlation devices.

and determining that the train stops in the quasi-stop area according to the trigger state of the second trigger information of the second correlation device and the non-trigger state of the third trigger information of the third correlation device in the correlation devices.

and determining that the train stops in the accurate stopping area according to the triggering state of the third triggering information of the third correlation device and the non-triggering state of the fourth triggering information of the fourth correlation device in the correlation devices.

and determining that the train stops in the quasi-stop area according to the trigger state of the fourth trigger information of the fourth correlation device and the non-trigger state of the fifth trigger information of the fifth correlation device in the correlation device.

and determining that the train stops in the passing and stopping area according to the triggering state of the fifth triggering information of the fifth correlation device in the correlation device and the non-triggering state of the sixth triggering information of the sixth correlation device.

and determining that the train stops in the quasi-stop area according to the trigger state of the second trigger information of the second correlation device and the non-trigger state of the fifth trigger information of the fifth correlation device in the correlation devices.

Further, determining an under-parking area, in which the length of a train entering distance pair marking line is half of the width of the shielding door, according to the triggering state of first triggering information of a first correlation device in the correlation devices; and/or

And determining a passing parking area with the length of the train leaving distance pair marking being half of the width of the shielding door according to the triggering state of the sixth triggering information of the sixth correlation device in the correlation device.

Further, determining a quasi-parking area, in which the length of the train entering distance alignment mark line is the difference between half of the width of the shielding door and the length of the single-side vehicle door, according to the triggering state of second triggering information of a second correlation device in the correlation devices; and/or

And determining a quasi parking area in which the length of the train leaving distance alignment mark line is the difference between half of the width of the shielding door and the length of the single-side door according to the triggering state of the fifth triggering information of a fifth correlation device in the correlation devices.

if the first correlation device is triggered and the second correlation device is not triggered when the train stops, determining the stop deviation of the train according to the first trigger information:

wherein,

the parking deviation is shown, M is the width of the screen door, V1 and t1 respectively show the trigger speed and the trigger time when the train passes through the first correlation device, and t0 shows the parking time of the train.

if the second correlation device is triggered and a third correlation device is not triggered when the train stops, determining the stop deviation of the train according to the second trigger information:

，

wherein,

the parking deviation is shown, M is the barrier door width, N is the door width, V2 and t2 respectively show the trigger speed and the trigger time when the train passes through the second correlation device, and t0 shows the parking time.

if the third correlation device is triggered and the fourth correlation device is not triggered when the train stops, the stopping deviation of the train is considered to meet the requirement of accurate stopping of the train;

the fourth correlation device is arranged at a position symmetrical to the third correlation device about the correlation line.

if the fourth correlation device is triggered and the fifth correlation device is not triggered when the train stops, determining the stop deviation of the train according to the fourth trigger information of the fourth correlation device:

，

wherein,

the parking deviation is shown, D shows an error of the precise parking determined by fourth trigger information of a fourth correlation device, V4 and t4 respectively show a trigger speed and a trigger time when the train passes through the fourth correlation device, and t0 shows a parking time;

the fifth device is arranged at a position symmetrical to the second correlation device about the correlation line.

if the fifth correlation device is triggered and the sixth correlation device is not triggered when the train stops, determining that the train enters a stop area, and determining the stop deviation of the train according to fifth trigger information of the fifth correlation device:

，

wherein,

the parking deviation is represented, M is the width of a shielding door, N is the width of a vehicle door, V5 and t5 respectively represent the triggering speed and the triggering time when the train passes through a fifth correlation device, and t0 represents the parking time of the train;

the sixth device is arranged at a position symmetrical to the first correlation device about the correlation line.

and if the sixth correlation device is triggered when the train stops, the train is considered to leave the stopping area.

Further, the method comprises:

acquiring the trigger information of a plurality of correlation devices from a ground processing unit, wherein the trigger information comprises state information, and when the state information is in a trigger state, the trigger information further comprises trigger time;

and acquiring the corresponding trigger speed and the corresponding parking time from the vehicle-mounted equipment.

The invention also provides a method for accurately stopping the magnetic-levitation train, which comprises the following steps:

the method comprises the following steps that correlation devices are arranged on two sides of a track, and a plurality of parking areas are divided through the correlation devices;

the correlation device is used for sending triggering information to the train so that the train can execute the accurate stopping method of the magnetic suspension train.

Further, the method comprises: and acquiring train arrival information through a transponder and/or axle counting equipment, and starting the correlation device according to the train arrival information.

The invention also provides another method for accurately stopping the magnetic-levitation train, which comprises the following steps:

acquiring trigger information of a correlation device arranged in a parking area;

and sending the trigger information to the train passing through the correlation device so that the train can execute the accurate stopping method of the magnetic suspension train.

The invention also provides an accurate parking system of the magnetic-levitation train, which comprises:

the information acquisition unit is used for acquiring the trigger information of the correlation device;

the area determining unit is used for determining a train parking area according to the trigger information;

and the deviation determining unit is used for judging whether the accurate parking requirement is met according to the train parking area, and if the accurate parking requirement is not met, the deviation determining unit is used for: determining the parking deviation of the train according to the triggering information;

and the parking control unit is used for controlling the train to accurately park according to the parking deviation.

Further, the air conditioner is provided with a fan,

the information acquisition unit is used for determining the corresponding inbound triggering position of the correlation device according to the triggering information;

the information acquisition unit is used for acquiring the triggering speed and the triggering time when the train passes through the station entering triggering position;

and the deviation determining unit is used for determining the parking deviation according to the arrival triggering position, the triggering time and the triggering speed.

Further, the air conditioner is provided with a fan,

the information acquisition unit is also used for acquiring the stop time when the train stops after passing through the pull-in trigger position;

the deviation determining unit is used for determining the parking deviation according to the parking time, the triggering time, the arrival triggering position and the triggering speed.

Further, the air conditioner is provided with a fan,

the deviation determining unit is further used for calculating a new parking point according to the parking deviation;

and the parking control unit is used for controlling the train to accurately park according to the new parking point.

The invention also provides an accurate parking system of the magnetic-levitation train, which comprises: an ATO and an on-board processing unit,

the vehicle-mounted processing unit is used for: acquiring trigger information of the correlation device; determining a train parking area according to the trigger information; judging whether the accurate parking requirement is met according to the train parking area, if not, then: determining the parking deviation of the train according to the triggering information;

and the ATO is used for controlling the train to accurately stop according to the stopping deviation.

The invention also provides another accurate parking system of the magnetic-levitation train, which comprises at least one processor and at least one memory;

the memory stores a computer program for executing the accurate parking method of the magnetic-levitation train, and the processor calls the computer program in the memory to execute the accurate parking method of the magnetic-levitation train.

The invention also provides another accurate parking system of the magnetic-levitation train, which comprises a ground processing unit, wherein the ground processing unit is used for:

The method and the system for accurately parking the maglev train can be used for automatically adjusting and accurately parking the automatically driven maglev train of the maglev train, not only can feed back the information of the closed loop state of the actual vehicle parking, namely the parking deviation, but also can automatically adjust and accurately park after the vehicle passes the mark or lacks the mark, realize accurate parking by one-time vehicle control, are not limited by a jumping unit, and reduce the occurrence of the condition that a driver manually aligns the mark according to the actual train position and the mark aligning rod position. When the train stops under the door opening and closing standard, a new stop point SSP-N is calculated to the train according to the speed, the time and the laser absolute position, and the ATO realizes automatic adjustment of one-time control and stop according to the SSP-N.

The parking area can be divided based on whether the vehicle door can be accurately opened or closed or not according to the width parameters of the vehicle door and the shielding door. The infrared/laser correlation device is arranged, and a train parking area is accurately determined, so that door opening and closing control independent of vehicle speed and distance measurement is realized.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is a schematic diagram showing the relationship between parking area division and door width and screen door width according to an embodiment of the present invention;

FIG. 2 shows a schematic view of a correlation device installation according to an embodiment of the invention;

FIG. 3 is a schematic diagram illustrating a setup position of a correlation device according to an embodiment of the present invention;

FIG. 4 illustrates a schematic diagram of an accurate parking system architecture according to an embodiment of the present invention;

FIG. 5 is a schematic diagram illustrating an adjustment process when a train stops at different positions during the arrival and stop process according to an embodiment of the present invention;

FIG. 6 is a schematic structural diagram of an accurate parking system of a magnetic-levitation train according to an embodiment of the invention;

fig. 7 shows a schematic structural diagram of another magnetic-levitation train accurate parking system according to the embodiment of the invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The embodiment of the invention provides a method for accurately parking a magnetic-levitation train, which comprises the following steps of:

acquiring trigger information of a train passing through the correlation device;

determining a train parking area according to the trigger information;

The correlation device is a positioning sensing device arranged in a parking area, specifically, a correlation marking for train parking is taken as a reference standard, the correlation device is arranged at a position which is away from the correlation marking in the running direction of the train or in the opposite direction by a specified distance, and one or more groups of correlation devices can be arranged at positions which are away from the correlation marking. Each group of opposite emission devices comprises at least one pair of ray sending units and corresponding ray receiving units, and the pair of opposite emission devices emit rays to the ray receiving units through the ray sending units in the working process. When a train passes through the correlation device, the ray receiving unit in the correlation device cannot receive the ray emitted by the ray sending unit due to the shielding of the train, namely, the train can shield the ray, so that the ray receiving unit can sense the passing of the train. The ray transmitting unit and the corresponding ray receiving unit of the correlation device are respectively arranged on two sides of the track, so that the vertical projection of the rays is positioned on a specified control line, and the control line is vertical to the running direction of the train and the track line direction.

Without loss of generality, the embodiment of the invention is described by taking a ray as a beam carrying light and/or electric energy as an example. Illustratively, the correlation device in the embodiment of the present invention adopts an infrared correlation device or a laser correlation device, and includes a transceiver group formed by infrared/laser transceiver sensors. The infrared/laser correlation device can accurately identify the train line contact condition and detect whether barriers exist in the vertical direction.

The vehicle-mounted equipment determines a train parking area according to the trigger information, and specifically determines the train parking area according to the acquired trigger information of at least two groups of correlation devices in the platform area. When a train passes one of the two sets of correlation devices without passing the other, the area of the train parking area between the two sets of correlation devices can be determined. The two groups of correlation devices can be symmetrically arranged by taking the alignment mark as a reference, are arranged at a specified distance from the alignment mark, and are specifically arranged at positions for determining an accurate parking area or an accurate parking area. In addition, a plurality of groups of correlation devices which are symmetrically arranged relative to the correlation mark line can be adopted according to the requirement. Alternatively, asymmetric sets of correlation devices may be provided as desired.

A preferred embodiment of the invention comprises 6 sets of laser/infrared correlation devices arranged at different positions along the line, each set of correlation devices having at least 1 beam. In other embodiments, the corresponding device at each position may also include multiple pairs of ray transmitting units and corresponding ray receiving units, for example, multiple pairs of ray transmitting units and corresponding multiple ray receiving units disposed at different heights form multiple light beams at the position, and the vertical projections of the multiple light beams fall on the same control line.

In the implementation of the invention, a plurality of groups of correlation devices are arranged at different positions of the parking area to divide the parking area. Illustratively, a first correlation device, i.e., a first set of correlation devices, is disposed at a first distance S1 from the correlation line, with an under/over parking area between the first correlation device and the correlation line; the second correlation device, namely the second group of correlation devices, is arranged at a position S2 with a second distance from the correlation line, and a quasi parking area is arranged between the second correlation device and the correlation line; the third correlation device, i.e., the third set of correlation devices, is disposed at a third distance S3 from the correlation line, and a precise parking area is between the third correlation device and the correlation line. The first distance > the second distance > the third distance, and the first correlation device, the second correlation device and the third correlation device are arranged on the same side of the correlation line.

The under/over parking area represents an under parking area or an over parking area, and the under parking area between the first correlation device and the correlation mark line is taken as an example: and determining according to the running direction of the train, when the train runs from the first opposite-jet device to the opposite-marked line and stops between the first opposite-jet device and the opposite-marked line, wherein the area is an under-parking area, namely the train does not reach the opposite-marked line and needs to continue to move forwards. The embodiment of the present invention is described by taking an example in which a train travels from a first correlation device to a correlation device, but actually, a correlation device and a correlation device for a train running in reverse may be provided, and the principle is the same.

The correlation device also comprises a fourth correlation device, a fifth correlation device and a sixth correlation device which are arranged on the other side of the correlation line (different from the first correlation device to the third correlation device); a fourth correlation device, namely a fourth set of correlation devices, is arranged at a position S4 with a fourth distance from the correlation line, and a precise parking area is formed between the fourth correlation device and the correlation line; the fifth correlation device, namely the fifth group of correlation devices, is arranged at a position S5 with a fifth distance from the correlation line, and a quasi parking area is formed between the fifth correlation device and the correlation line; the sixth correlation device, i.e., the sixth correlation device, is disposed at a sixth distance S6 from the correlation line, and a passing parking area is formed between the sixth correlation device and the correlation line.

Due to the fact that a certain distance exists between the vehicle head and the vehicle door of the triggering correlation device, namely the vehicle body deviation. In the implementation of the invention, the deviation of the vehicle body is considered when the alignment mark line is arranged, and when the vehicle head reaches the alignment mark line corresponding to the running direction, the central line of the vehicle door is exactly aligned with the central line of the shielding door. The correlation device is installed based on the position of the correlation mark. For example, the sixth correlation device is positioned M/2 in front of the correlation line.

In the embodiment of the invention, the position of the correlation device is determined according to the width of the shielding door and the width of the train door, namely the first distance to the sixth distance are determined according to the width of the shielding door and the width of the train door.

Specifically, the parking area is divided according to the width of the train door and the width of the shield door, as shown in fig. 1, the width of the shield door is M, and the width of the train door is N. When the train stops, if the train stops in the accurate stopping area, the error between the central line of the shielding door and the central line of the train door is smaller than a specified error, and exemplarily, the error is smaller than +/-30 cm; if the vehicle is parked in the quasi-parking area, the vehicle door is in the range of the shield door, and the error between the center line of the shield door and the center line of the vehicle door is less than +/-M-N/2; if the vehicle is parked in an over/under parking area, the vehicle door exceeds the range of the shield door, and the error is more than +/-minus or plus (M-N)/2 and less than +/-M/2; if the error between the central line of the car door and the central line of the shield door exceeds M/2 when the train is parked, the train is positioned outside a parking area.

In the embodiment of the invention, the parking area is divided by the correlation device. As shown in fig. 2, the 6-pair correlation device is disposed in a parking area of a platform, and a first correlation device, a second correlation device, a third correlation device, a fourth correlation device, a fifth correlation device, and a sixth correlation device are sequentially disposed in a train arrival direction. The alignment mark line is positioned between the third alignment device and the fourth alignment device, and the 6-group alignment device is symmetrical to the alignment mark line. Therefore, when a train enters the station in the direction shown in fig. 2 (from right to left), the train passes through the first correlation device, then passes through the second correlation device, and finally passes through the sixth correlation device (when the train leaves the station or passes through a stop). The embodiment of the present invention will be described by taking such a train traveling direction as an example. When the train enters the station in the opposite direction, the train firstly passes through the sixth correlation device and then passes through the fifth correlation device. The principle that the train can be controlled to stop accurately according to the information of the train passing through the correlation device is the same regardless of the direction. The first, second, sixth etc. reference numerals in the present invention are only used to distinguish between the different positions and acting correlation devices.

Specifically, transceiver groups formed by infrared/laser transceiver sensors are used as correlation devices and arranged at two ends beside a track, so that when a train passes through the correlation devices and rays are blocked to trigger the correlation devices, the distance between the center line of a train door and a correlation line is a specified distance, as shown in fig. 2 and 3.

A transceiver group I (a first correlation device) formed by adopting infrared/laser transceiving sensors is arranged at two ends of a rail, when a train head touches an infrared/laser beam L1 emitted by the transceiver group I, a receiving unit in the transceiver group I cannot receive rays due to the fact that the train head shields the rays, and at the moment, the transceiver group I can send triggering information to vehicle-mounted equipment through a ground processing unit. And the vehicle-mounted equipment receives the triggering information of the ground processing unit, and then the central line of the vehicle door is considered to be positioned at the right deviation M/2 of the central line of the shielding door. Therefore, the transceiver group i functions to detect whether the train enters the under-parked region.

Photoelectric transceiver groups II (second correlation devices) formed by adopting infrared/laser transceiving sensors are arranged at two ends beside the rail, and when the train head touches the infrared/laser beam L2, the right deviation (M-N)/2 of the central line of the train door and the central line of the shield door is formed. And the ray is blocked by the train head, so that the receiving unit in the transceiver group II cannot receive the ray, and the transceiver group II can send triggering information to the vehicle-mounted equipment through the ground processing unit. And the vehicle-mounted processing unit of the vehicle-mounted equipment receives the triggering information of the ground processing unit, and then the central line of the vehicle door is considered to be positioned at the right deviation (M-N)/2 of the central line of the shielding door. And the photoelectric transceiver group II formed by the infrared/laser transceiving sensors is used for detecting whether the train enters a quasi-parking area.

And a transceiver group III (a third correlation device) formed by adopting an infrared/laser transceiving sensor is arranged at two ends beside the rail, and when the head of the train touches the infrared/laser beam L3, the right deviation between the central line of the train door and the central line of the shield door is 30 CM. The function of the system is to detect whether a train enters an accurate parking area, and the function principle is the same as that of the transceiver group I formed by the infrared/laser transceiver sensors.

And a transceiver group IV (a fourth correlation device) formed by adopting an infrared/laser transceiving sensor is arranged at two ends beside the rail, and when the head of the train touches the infrared/laser beam L4, the deviation between the central line of the train door and the central line of the shield door is 30 CM. The function of the system is to detect whether the train leaves an accurate parking area, and the function principle is the same as that of the transceiver group I formed by the infrared/laser transceiving sensors. A transceiver group V (a fifth correlation device) formed by adopting infrared/laser transceiving sensors is arranged at two ends beside a rail, and when the head of the train touches the infrared/laser beam L5, the left deviation (M-N)/2 of the central line of the car door and the central line of the shield door is obtained. The function of the system is to detect whether the train leaves the quasi-parking area, and the function principle is the same as that of the transceiver group I formed by the infrared/laser transceiver sensors.

A transceiver group VI (a sixth correlation device) formed by adopting infrared/laser transceiving sensors is arranged at two ends beside the rail, and when the train head touches the infrared/laser beam L6, the left deviation M/2 of the central line of the train door and the central line of the shield door is generated. The function of the system is to detect whether the train leaves a parking area, and the function principle is the same as that of the transceiver group I formed by the infrared/laser transceiving sensors.

When a train enters a station, determining a station entering triggering position according to acquired triggering information, determining whether the train stops in a precise parking area or a precise parking area according to the triggering information, if the train does not stop in the area, determining a parking deviation according to the station entering triggering position, the triggering time and the triggering speed when the train passes through the station entering triggering position, and determining an adjusted parking position where the train needs to arrive according to the parking deviation, for example, under the condition of default, calculating a new parking point as an original parking point plus the parking deviation, namely, the train needs to continuously move for a distance. And further, the train stopping deviation is accurately determined according to the stopping time of the train after the train passes through the last triggered correlation device.

In the embodiment of the invention, the ground processing unit acquires the trigger information of each group of correlation devices and sends the trigger information to the vehicle-mounted processing unit of the train. The triggering information of the first correlation device is first triggering information, and the triggering state of the first triggering information indicates that the train enters an under-parking area; correspondingly, the trigger information of the second correlation device is second trigger information, and the trigger state of the second trigger information indicates that the train enters a quasi-parking area; when the train passes through a fifth correlation device which is symmetrical to the second correlation device about the correlation line, the fifth trigger information of the fifth correlation device is converted into a trigger state to indicate that the train leaves the quasi-parking area; when the train passes through a sixth correlation device which is symmetrical with the first correlation device about the correlation mark line, the sixth trigger information of the sixth correlation device is converted into a trigger state, and the train is indicated to leave the quasi-parking area; when the train passes through the third correlation device, the state of the third trigger information is converted into a trigger state, and the fact that the train enters the accurate parking area is determined; when the train passes through a fourth correlation device which is symmetrical to the third correlation device about the correlation mark line, fourth trigger information of the fourth correlation device is converted into a trigger state, and the train is indicated to leave the accurate parking area. In the embodiment of the invention, the third correlation device and the fourth correlation device are arranged, so that the accuracy of train stopping can be further improved. In further embodiments, only the third and fourth correlation devices, or only the second and fifth correlation devices, or only the first, second, fifth, and sixth correlation devices, or only the second, third, fourth, and fifth correlation devices may be provided. Namely, the setting of the correlation device can be selected according to the parking precision requirement. When the third correlation device and the fourth correlation device are not arranged and the second correlation device and the fifth correlation device are arranged, the train is determined to be stopped in the quasi-parking area according to the triggering state of the second triggering information of the second correlation device in the correlation device and the non-triggering state of the fifth triggering information of the fifth correlation device.

The vehicle-mounted equipment can acquire the trigger information corresponding to the arranged correlation device, calculate the parking deviation according to the acquired trigger information, and feed back the adjusted parking position, namely a new parking point, calculated according to the parking deviation to the vehicle. Specifically, the stopping time of the train after passing through the correlation device is obtained, and the stopping deviation is determined according to the triggering time, the triggering position, the triggering speed, the stopping time and the like.

The following is a detailed description of the accurate stopping process in the train arrival stopping process.

And the vehicle-mounted processing unit determines whether a door opening signal can be output or not by taking whether the vehicle door exceeds the boundary of the shielding door as a standard. And when the train is under-marked or over-marked, calculating parking deviation, further calculating and adjusting a parking position according to the parking deviation, namely a new parking point SSP-N, sending the parking position to the vehicle-mounted ATO, and after the vehicle-mounted ATO receives the parking position, adjusting the parking position of the train to realize primary parking. The parking condition is timely fed back through the condition triggered by the correlation device, and whether the parking area where the train enters is an under/over parking area, a quasi parking area or an accurate parking area is determined. Therefore, accurate parking based on information closed loop is achieved, only a correlation device and relevant trigger information acquisition equipment need to be added in construction, and the system is small in modification and low in cost.

The present invention is further illustrated in embodiments thereof with reference to the accurate parking system architecture diagram of fig. 4. The accurate parking process of the invention is realized by a system consisting of the ground equipment, the ground processing unit and the vehicle-mounted equipment as shown in figure 4:

the ground equipment comprises a transceiver group consisting of infrared/laser transceiving sensors, namely an infrared/laser correlation device, which is arranged along two sides of the track according to the width of the car door and the width of the shielding door and used for judging whether the car head reaches the position according to whether rays between the correlation devices are shielded by the car head or not so as to judge the position of a central line of the car door;

a ground processing unit: the triggering information of the correlation device is collected, specifically, message information is generated according to the barrier state of a ray receiving unit in the correlation device and transmitted to the vehicle-mounted equipment through a network, namely, the triggering information is transmitted in a message information form. In the embodiment of the present invention, the trigger information mainly includes state information reflecting whether the correlation device is triggered, and further, may further include trigger time, that is, the message information includes the correlation device state information and the trigger time. The triggering time can be recorded when the sensor is triggered and then transmitted to the ground processing unit, or the ground processing unit can periodically detect the state of the correlation device and record the state when the state changes, and the acquisition mode of the triggering time is not limited by the invention. The triggering time is the time when the train passes through the opposite-emitting device and starts to shield rays (such as laser).

The vehicle-mounted equipment comprises a vehicle-mounted processing unit, an ATP (train safety protection system) and an ATO: the vehicle-mounted processing unit receives the trigger information sent by the ground processing unit, calculates a new parking point SSP-N according to the trigger information sent by the ground, and sends the SSP-N to the ATO. The ATO adjusts the train parking position according to the received SSP-N to realize the automatic train running adjustment; and the vehicle-mounted processing unit also sends SSP-N to ATP for safety protection. The vehicle-mounted processing unit also collects the train speed (namely the trigger speed) at the trigger moment and the stop moment of the train, and integrates the touch information of the ground processing unit to finally form integrated information. The consolidated information recording format is as follows:

the integrated information includes the correlation device identification (laser L1-L6), laser positions S1-S6 of the respective correlation devices, i.e., the correlation device position, the correlation device trigger state, the trigger time, the trigger speed (train speed at the trigger time), and further includes the stop time, i.e., the train stability (V = 0) time.

Whether the laser is blocked to trigger the state change of the correlation device or not is represented by 0/1, wherein 0 represents that the correlation device is not triggered, the state information of the corresponding correlation device is in a non-triggered state, 1 represents that the correlation device is triggered, and the state information of the corresponding correlation device is in a triggered state; the trigger time t, trigger speed V, laser position (i.e., trigger position) S, and stopping time t0 at which the train is stable V =0 are recorded. The process from the train entering the under-parking area to the first time of stable parking is regarded as the uniform variable speed movement. And the vehicle-mounted processing unit judges whether the parking area where the train is positioned meets the parking and door opening standard or not according to the state information in the correlation device triggering information in the integrated information. When the door opening standard is not met, the parking deviation is calculated according to the trigger speed, the trigger time and the trigger position, a new parking point SSP-N is further calculated and sent to the vehicle-mounted ATO, and the vehicle-mounted ATO realizes one-time vehicle control and parking automatic adjustment under the protection of ATP according to the SSP-N. Through the new parking point, accurate parking of one-time vehicle control can be realized under the condition of keeping the calculation and the vehicle control logic of the original ATP and ATO. In the embodiment of the invention, the trigger information triggered by the train passing through the correlation device can be used for determining the real position of the train and then feeding back to the train, and the real position of the train is continuously updated when the train passes through different correlation devices in sequence, so that the real position of the train is used for automatic control of accurate stop of the train by ATO and ATP to form an information closed loop.

Illustratively, the adjustment process when stopping at different positions during the train arrival and stop process is shown in fig. 5.

S1: when a train enters a station, the train triggers a transponder and axle counting equipment at the station, and the train entering information is acquired through a related control system, such as an interlocking system.

S2: when the train is recognized to enter the station according to the station entering information, starting the ground equipment in the station platform area: and (4) a correlation device.

S3: the train continuously runs, the correlation device is triggered, namely the correlation device is triggered to generate trigger information by shielding infrared/laser between the correlation devices through the train head, and the trigger information is sent to the vehicle-mounted processing unit through the ground processing unit.

S4: and the vehicle-mounted processing unit processes the trigger information and determines the parking area where the train is located.

S5: the vehicle-mounted processing unit determines whether a door opening condition is met according to the parking area where the train is located, and if the door opening condition is not met, S6 is executed; if so, step S7 is executed.

S6: and the vehicle-mounted processing unit calculates a new parking point SSP-N and sends the new parking point SSP-N to the ATO.

S7: vehicle ATO implementation vehicle control: and driving to a new parking spot SSP-N or directly opening the door.

When the train parking point is not the accurate parking position after the train is parked stably, the vehicle-mounted processing unit calculates the distance between the front and the back of the current parking point according to the area where the train is located, the triggering time of the correlation device, the train speed when the correlation device is triggered, the absolute position information of the triggering device and the parking time when the train is parked stably (V = 0), and generates a new parking point SSP-N in the vehicle-mounted map. And automatically controlling the train to run to a new parking point SSP-N by the ATO. In the embodiment of the invention, the running speed of the train to a new parking point SSP-N is automatically controlled by the ATO, the ceiling speed is set to be 5km/h, and the maximum speed of the train allowed by ATP in the running process of the train is set as the ceiling speed. Thereby realizing automatic adjustment of parking and accurate parking of one-time vehicle control.

The process of determining the train parking area and calculating a new parking point according to the message information comprises the following scenes:

when the train is stopped stably and L1 is triggered, and L2-L6 is not triggered (or only L2 is judged to be not triggered), the train is in an under-parking area, the train can not normally open and close the doors, and the train needs to continuously drive forwards, and at the moment, the parking deviation needs to be determined according to the arrival trigger position, the trigger time and the trigger speed. The acceleration of the train passing through the trigger position can be obtained, and the distance from the trigger position to the parking position of the train is determined by combining the trigger position, the trigger time and the trigger speed, so that the parking deviation is determined. The train stopping time can also be obtained, and the stopping deviation is determined according to the train stopping time and by combining the trigger position, the trigger time and the trigger speed. Deviation of stopping, i.e. difference between train position and alignment position

Thus in front of the SSP spot (i.e. to the reticle)

Is located as a new parking spot SSP-N. Wherein M is the width of the shielding door,

indicating the length, V, of the first correlation device from the correlation line₁、t₁Respectively representing the triggering speed and the triggering time t when the train passes through the first correlation device₀And M represents the stop time of the train, and is the width of the shielding door.

When the train is parked stably and L1-L2 is triggered and L3-L6 is not triggered (or only when L2 is triggered and L3 is not triggered), the train is in a quasi parking area. At the moment, the train door is in the range of the shield door, and the train door can be normally opened and closed, so that passengers can not be influenced to take in and take off the train. But the requirement that the distance between the central line of the vehicle door and the central line of the shield door is within the range of 30cm cannot be met, if the parking requirement grade is high, a new parking point SSP-N position needs to be calculated, and if the parking requirement grade is not high, the vehicle door and the shield door can be normally parked and opened. In practical application, the parking precision is required to be within the deviation of [30cm to (M-N)/2 to M/2 if the requirement is high]Performing benchmarking, if the requirement is not high, the benchmarking is in [ (M-N)/2-M/2%]And performing benchmarking. At the moment, the train position and the calibration position have a difference

Thus a distance ahead of SSP point

Is located as a new parking spot SSP-N. Wherein,

representing the length of the second correlation device from the correlation line, M being the shield door width, N being the vehicle door width, V₂、t₂Respectively representing the triggering speed and the triggering time t when the train passes through the second correlation device₀Indicating the time of parking.

When the train is stopped stably and the distance between the train door center line and the shield door center line is not more than 30cm, the train is in a precise parking area when the train is triggered by L1-L3 and the train is not triggered by L4-L6 (or only when the train is triggered by L3 and the train is not triggered by L4), and the SSP-N does not need to be calculated.

When the train is parked stably and L1-L4 is triggered and L5-L6 is not triggered (or only when L4 is triggered and L5 is not triggered), the train is in a quasi parking area. At the moment, the train door is in the range of the shield door, and the train door can be normally opened and closed, so that passengers can not be influenced to take in and take off the train. But the requirement that the distance between the central line of the vehicle door and the central line of the shield door is within the range of 30cm cannot be met, if the parking requirement grade is high, a new parking point SSP-N position needs to be calculated, and if the parking requirement grade is not high, the vehicle door and the shield door can be normally parked and opened. At the moment, the train position and the calibration position have a difference

D represents the error of the precise parking determined by the fourth trigger information of the fourth correlation device, D is the length of the fourth correlation device from the correlation line, V₄、t₄Respectively representing the triggering speed and the triggering time t when the train passes through the fourth correlation device₀Indicating the time of parking. In the embodiment of the present invention, the fourth correlation device is disposed at the boundary position of the precise parking area, and the error range of the precise parking is exemplarily 30cm, so D =30 cm. Namely:

thus behind SSP point

Is located as a new parking spot SSP-N.

When the train is stopped stably and the L1-L5 is triggered and the L6 is not triggered (or only the L5 is triggered and the L6 is not triggered), the train is in a stop passing area, the train can not normally open and close the train doors, and the train needs to be regressed. At the moment, the train position and the calibration position have a difference

Thus behind SSP point

Is located as a new parking spot SSP-N. Wherein,

showing the length of the fifth correlation device from the correlation line, M being the shield door width, N being the vehicle door width, V₅、t₅Respectively representing the triggering speed and the triggering time t when the train passes through the fifth correlation device₀Indicating the time of train stop.

When the train is triggered to stop stably by L1-L6, the train exceeds the stopping area and continues to run to the next stop without calculating SSP-N.

When the correlation device of one station is changed from the triggering state to the non-triggering state, the correlation device is closed. Specifically, when the L1-L6 is changed from the triggered state to the non-triggered state, the train drives off the platform, and the correlation device is closed.

The station stopping area judgment is judged by laser triggering conditions when the train is stopped stably (V = 0). After the vehicle outputs a door opening and closing command and a door closing signal returns (namely the door opening and closing of the normal parking station are finished), the vehicle-mounted processing unit does not process the ground unit message any more and a new parking point SSP-N does not need to be calculated.

In the embodiment of the invention, the state of the train parking area is fed back to the vehicle-mounted system, so that the information closed loop of the parking state is achieved. The train position used is a more reliable train position calculated using speed based on the parking area, and does not use trains with larger accumulated errors to calculate the position. And the error between the calculated train position in the train-mounted map and the SSP stop is not more than +/-30 cm and is used as the basis for judging whether the train door can be opened or not, but the parking area is determined according to the sizes of the train door and the shield door, and the availability of the automatic train operation system is improved by judging whether the train door can be completely opened or not. The speed used for calculating the parking deviation is acquired in the parking area, the speed is low, the error can be accepted, further, the speed of the time when the speed is 0 and the speeds of a plurality of positions (acquired when the train passes through different correlation positions) are acquired, a new parking point is calculated according to the triggering information of the correlation device triggered at the last time, the speed is low, the error is small, the position where the train initially parks is further accurately judged under the condition that the parking area is determined, the accuracy of calculating the new parking point can be improved, and the method is used for controlling the train once and parking accurately.

According to the accurate parking method of the magnetic suspension train, the train triggers the correlation device in the platform area to acquire the triggering information, the parking position of the train can be accurately captured when the train enters the platform and parks, the determined parking position is used as the feedback information, the train controls the train to adjust the parking position according to the feedback information, and automatic accurate parking based on information closed loop is achieved.

Based on the same inventive concept, the embodiment of the present invention further provides an accurate parking system for a maglev train, as shown in fig. 6, the system includes:

Further, the information acquisition unit is also used for determining the corresponding inbound triggering position of the correlation device according to the triggering information;

the information acquisition unit is used for acquiring the trigger speed and the trigger time when the train passes through the arrival trigger position, and the deviation determination unit determines the parking deviation according to the arrival trigger position, the trigger time and the trigger speed.

The information acquisition unit is further used for acquiring the stopping time when the train stops after passing through the arrival triggering position, and the deviation determination unit determines the stopping deviation according to the stopping time, the triggering time, the arrival triggering position and the triggering speed.

Further, the deviation determining unit is also used for calculating a new stopping point according to the stopping deviation, and the stopping control unit controls the train to stop accurately according to the new stopping point.

Specifically, the specific processes of determining the parking area, determining the parking deviation and calculating a new parking point by the system according to the multiple groups of correlation devices can be obtained according to the accurate parking method of the magnetic suspension train of any embodiment of the invention, and are not repeated.

The invention also provides an accurate parking system of the magnetic-levitation train, as shown in fig. 4, the system is a vehicle-mounted system, and comprises: ATO and an in-vehicle processing unit for: acquiring trigger information of the correlation device; determining a train parking area according to the trigger information; judging whether the accurate parking requirement is met according to the train parking area, if not, then: determining the parking deviation of the train according to the triggering information; and the ATO is used for controlling the train to accurately stop according to the stopping deviation. Further, ATO achieves accurate parking under protection of ATP.

Based on the same inventive concept, the invention also provides an accurate parking system of the magnetic-levitation train, as shown in fig. 4, the system comprises a ground processing unit, the ground processing unit is used for: acquiring trigger information of a correlation device arranged in a parking area; and sending the trigger information to the train passing through the correlation device so that the train can execute the accurate stopping method of the magnetic suspension train in any embodiment of the invention.

The method of the invention can be realized by a computer or an embedded program controlled system. Accordingly, in another embodiment of the present invention, another magnetic-levitation train accurate parking system is provided, as shown in fig. 7, which includes at least one processor and at least one memory; the memory stores a computer program for performing any of the above methods of embodiments of the invention, and the processor calls the computer program in the memory to perform any of the methods of embodiments of the invention.

Further, the memory may be communicatively coupled to the one or more processors and have stored therein instructions executable by the one or more processors to cause the one or more processors to perform the method of the present invention.

Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A method for accurately parking a magnetic-levitation train is characterized by comprising the following steps:

acquiring trigger information of the correlation device;

determining a train parking area according to the trigger information;

2. The method of claim 1, wherein determining the stopping deviation of the train according to the triggering information comprises:

3. The method of claim 2, wherein determining the stopping deviation of the train according to the triggering information comprises:

4. The method for accurately parking a magnetic-levitation train as claimed in claim 1, wherein controlling the train to accurately park according to the parking deviation comprises:

5. The method for accurately parking a magnetic-levitation train as recited in claim 1, wherein determining a parking area of the train according to the triggering information comprises:

6. The method for accurately parking a magnetic-levitation train as recited in any one of claims 1-5, wherein determining a parking area of the train according to the triggering information comprises:

7. The method for accurately parking a magnetic-levitation train as recited in any one of claims 1-5, wherein determining a parking area of the train according to the triggering information comprises:

8. The method for accurately parking a magnetic-levitation train as recited in any one of claims 1-5, wherein determining a parking area of the train according to the triggering information comprises:

9. The method for accurately parking a magnetic-levitation train as recited in any one of claims 1-5, wherein determining a parking area of the train according to the triggering information comprises:

10. The method for accurately parking a magnetic-levitation train as recited in any one of claims 1-5, wherein determining a parking area of the train according to the triggering information comprises:

11. The method for accurately parking a magnetic-levitation train as recited in any one of claims 1-5, wherein determining a parking area of the train according to the triggering information comprises:

12. The accurate parking method of the magnetic-levitation train as recited in any one of claims 1-5,

determining that the train enters an under-parking area with the length of the distance pairing line being half of the width of the shielding door according to the triggering state of the first triggering information of the first correlation device in the correlation devices; and/or

13. The accurate parking method of the magnetic-levitation train as recited in any one of claims 1-5,

determining a quasi parking area, wherein the length of a train entering distance alignment mark line is the difference between half of the width of a shielding door and the length of a single-side vehicle door, according to the triggering state of second triggering information of a second correlation device in the correlation devices; and/or

14. The method of claim 6, wherein determining the stopping deviation of the train according to the triggering information comprises:

wherein,

representing said parking deviation, M being the width of the screen door, V₁、t₁Respectively representing the triggering speed and the triggering time t when the train passes through the first correlation device₀Indicating the time of train stop.

15. The method of claim 7, wherein determining the stopping deviation of the train according to the triggering information comprises:

，

wherein,

representing the parking deviation, M being the shield door width, N being the door width, V₂、t₂Respectively representing the triggering speed and the triggering time t when the train passes through the second correlation device₀Indicating the time of parking.

16. The method of claim 8, wherein determining the stopping deviation of the train according to the triggering information comprises:

17. The method of claim 9, wherein determining the stopping deviation of the train according to the triggering information comprises:

，

wherein,

represents the parking deviation, D represents the error of the precise parking determined by the fourth trigger information of the fourth correlation device, V₄、t₄Respectively representing the triggering speed and the triggering time t when the train passes through the fourth correlation device₀Indicating a parking time;

the fifth correlation device is arranged at a position symmetrical to the second correlation device about the correlation line.

18. The method of claim 10, wherein determining the stopping deviation of the train according to the triggering information comprises:

，

wherein,

representing the parking deviation, M being the shield door width, N being the door width, V₅、t₅Respectively representing the triggering speed and the triggering time t when the train passes through the fifth correlation device₀Indicating the stop time of the train;

the sixth correlation device is arranged at a position symmetrical to the first correlation device about the correlation line.

19. The method of claim 11, wherein determining the stopping deviation of the train according to the triggering information comprises:

20. The accurate parking method for the magnetic-levitation train as recited in claim 3, comprising the following steps:

21. A method for accurately parking a magnetic-levitation train is characterized by comprising the following steps:

the correlation device is used for sending trigger information to the train so that the train can execute the method according to any one of claims 1-20.

22. The method for accurately stopping a magnetic-levitation train as recited in claim 21,

and acquiring train arrival information through a transponder and/or axle counting equipment, and starting the correlation device according to the train arrival information.

23. A method for accurately parking a magnetic-levitation train is characterized by comprising the following steps:

sending the trigger information to a train passing the correlation device to enable the train to perform the method of any one of claims 1-20.

24. The utility model provides a maglev train accurate parking system which characterized in that includes:

25. The accurate parking system of a magnetic-levitation train as recited in claim 24,

26. The accurate parking system of a magnetic-levitation train as recited in claim 25,

27. The accurate parking system of a magnetic-levitation train as recited in claim 24,

28. A maglev train accurate parking system, comprising: ATO and onboard processing unit, characterized in that,

29. A magnetic-levitation train accurate parking system, the system comprising at least one processor and at least one memory;

the memory stores a computer program for performing the method of any of claims 1-20, and the processor calls the computer program in the memory to perform the method of any of claims 1-20.

30. The accurate parking system of the magnetic-levitation train is characterized by comprising a ground processing unit, wherein the ground processing unit is used for: