CN116853327A

CN116853327A - Method for detecting parking positions of stations of full-automatic driving flexible marshalling train

Info

Publication number: CN116853327A
Application number: CN202310705665.1A
Authority: CN
Inventors: 王宝; 岳阳; 高琳; 陈永杰
Original assignee: Bombardier NUG Signalling Solutions Co Ltd
Current assignee: Bombardier NUG Signalling Solutions Co Ltd
Priority date: 2023-06-14
Filing date: 2023-06-14
Publication date: 2023-10-10

Abstract

The invention provides a detection method for parking positions of a full-automatic driving flexible marshalling train platform, which comprises the following steps: step S1: identifying the positioning and running directions of the marshalling trains; step S2: establishing a full-automatic operation mode; step S3: calculating target berths of the multi-berth platform based on a parking strategy according to the running direction of the train and the target parking position instruction; step S4: and detecting the parking occupied berths of the multi-berth platform according to the parking start berth and the parking end berth. Compared with the traditional design of fixed stop positions of the train platforms, the invention provides a technical idea of flexibly grouping trains at the multi-berth platform according to flexible stop of operation scenes, thereby remarkably improving the flexibility of operation organization, reducing the operation cost and improving the operation efficiency.

Description

Method for detecting parking positions of stations of full-automatic driving flexible marshalling train

Technical Field

The invention relates to the technical field of urban rail transit, in particular to a method for detecting parking positions of stations of a fully-automatic driving flexible marshalling train.

Background

At present, the traditional subway vehicle in the urban rail transit field mainly adopts a fixed marshalling design, so that the number of passengers carried by the train is relatively fixed, the convenient adjustment can not be carried out according to the passenger flow condition, particularly, the time period with large passenger flow change (passenger flow peak), and the flexibility of operation organization is insufficient. The part of low passenger flow lines is used for ensuring the operation interval, the full rate of the trains is low, the capacity waste is serious, and the operation cost is high. In particular, the fixed consist trains are identical in length and the platforms are identical in design length, and the trains cannot stop at shorter platforms, so that the operating range is limited.

In order to solve the problem, the patent discloses a detection method suitable for the parking positions of the stations of the full-automatic driving flexible marshalling train in the field of rail transit.

Patent document CN110843813B discloses a train stopping control method, device and train, wherein the method comprises: receiving a jump vehicle control request sent by a vehicle-mounted control system; adjusting the control mode into a jump mode according to the jump instruction, and dividing the jump distance according to a preset division strategy to obtain a traction distance; controlling a traction system of a train to draw the train at a preset traction level, and simultaneously controlling a braking system of the train to brake the train at a first preset braking level; when the running distance of the train is detected to be equal to the traction distance, the traction level of the traction system is zeroed, and the braking system is controlled to brake the train at a second preset braking level so as to slow down the train until the train stops, wherein the running distance of the train is the distance from the current position of the train to the preset position, and the preset position is the position corresponding to the time when the train receives a jump control request. However, the invention describes that a train is stopped at a platform without stopping the train, and stopping the train again by using a short-distance jumping mode, but does not provide a method for calculating the target berth and occupied berth of a flexible grouping train which is flexibly stopped at a multi-berth platform according to operation organization.

Disclosure of Invention

Aiming at the defects in the prior art, the invention aims to provide a method for detecting the parking positions of the stations of the fully-automatic driving flexible marshalling train.

The invention provides a method for detecting parking positions of a full-automatic driving flexible marshalling train platform, which is characterized by comprising the following steps:

step S1: identifying the positioning and running directions of the marshalling trains;

step S2: establishing a full-automatic operation mode;

step S3: calculating target berths of the multi-berth platform based on a parking strategy according to the running direction of the train and the target parking position instruction;

step S4: and detecting the parking occupied berths of the multi-berth platform according to the parking start berth and the parking end berth.

Preferably, when a train enters a full-automatic running mode FAM, a vehicle-mounted system VATC determines a target parking position instruction of a multi-berth platform, and analyzes the number of the berths of the platform according to a platform identification searching database, the vehicle-mounted system calculates a target parking berth, a parking start berth and a parking end berth by using the grouping number, the train running direction and the target parking position instruction detected according to a train length circuit, and calculates a train target occupied berth according to the parking start berth and the parking end berth;

The vehicle-mounted system reads the head footprint and the tail footprint of the train position, the vehicle-mounted system searches platform data of the train position according to the head footprint search database of the train position and reads design deviation of each section of grouping targets, and the vehicle-mounted system calculates the head alignment position and the tail alignment position of the train; the vehicle-mounted system analyzes the database to find the maximum allowable deviation of the stop position design of the platform, traverses and finds each berth alignment position of the current platform, calculates each berth alignment range, and identifies the berth where the head alignment position of the train is located and the berth where the tail alignment position of the train is located; the vehicle-mounted system reads the calculated actual position of the train head and the actual position of the train tail, and calculates the alignment position distance between the actual position of the train head or the train tail and the berth where the actual position of the train head or the train tail is positioned; the vehicle-mounted system verifies that the deviation between the actual train alignment position and the design alignment position is within the maximum allowable error range of the system design according to the calculated distances between the train head and the train tail and the corresponding berth alignment positions and the design deviation of each section of grouping alignment marks, and calculates the actual occupied berth of the train according to the berth where the train head alignment position is located and the berth where the train tail alignment position is located.

Preferably, in said step S1:

the flexible marshalling trains dynamically adjust the marshalling length according to the transport capacity requirement, each marshalling train is sequentially connected to the two ends from the one end to form a marshalling train, each marshalling train is provided with a fixed train number, and an identification number produced by the train is a physical number of the train; the vehicle-mounted controller identifies the train logic grouping according to the train running direction;

the logic for identifying and positioning and running direction and establishing the automatic running mode of the automatic driving marshalling train consists of a full-automatic running mode, a mobile authorization and an initialization state;

when the vehicle-mounted equipment is electrified, the vehicle-mounted system VATC executes a self-checking test, the integrity test of the working state of the hardware equipment and the software running environment is detected, the vehicle-mounted system VATC enters a ready state after the test is passed, a driver drives a train to pass through beacons installed on the ground in a manual running mode, a vehicle-mounted beacon reading antenna acquires the identification number of the beacon equipment installed on the ground, a system database is analyzed according to the identification number, the installation position of the beacon, namely the actual position of the train, the vehicle-mounted equipment passes through two continuous beacons, and the sequence of the beacons is analyzed by the database to judge the running direction of the train.

Preferably, in said step S2:

after the train position is established and the running direction of the train is identified by the vehicle-mounted equipment, the control area of the trackside system is identified by the VATC according to the train position, the communication address of the trackside control equipment in the current running area is analyzed, the initialization request of communication is sent, the identification number of the train is analyzed after the trackside equipment receives the initialization message, the train initialization state is registered, the movement authorization of the train running is sent, and the vehicle-mounted equipment can establish a full-automatic running mode after receiving the effective movement authorization.

Preferably, in said step S3:

the target berth calculating method of the grouped train multi-berth platform based on the parking strategy comprises a parking position instruction A_R, a default parking space A_O configured by a vehicle-mounted controller, a final target parking position instruction A_F, a platform berth number N_B, a train grouping number N_V, a target parking berth T_B, a target occupied berth T_SA, a parking start berth S_B and a parking end berth E_B;

the target berth calculating method based on the parking strategy comprises the following steps: when a train enters a full-automatic running mode FAM, a vehicle-mounted system VATC receives a multi-berth platform target parking position instruction A_R, the multi-berth platform target parking position instruction is sent by a signal system control center according to an operation scene, the vehicle-mounted system reads a configured default parking space A_O, if the multi-berth platform target parking position instruction A_R is at a preset default position, the vehicle-mounted system reads the configured default parking space A_O and is not at the preset default position, a target parking position instruction signal vehicle-mounted system reads the configured default parking space A_O, otherwise, the target parking position instruction signal multi-berth platform target parking position instruction A_R, a final target parking position instruction A_F is determined, and the target parking position instruction has an alignment mode comprising: distal alignment, intermediate alignment, proximal alignment, conventional alignment, and reverse alignment; the vehicle-mounted system analyzes the number N_B of the station berths according to the station identification searching database, and calculates the number of the berths occupied by the target by using the number N_V of the groups detected by the train length circuit;

The vehicle-mounted system judges whether the identified train grouping number N_V and the platform berth number N_B are valid, if not, the target parking position is zero T_B=0, and the target occupied berth position is zero T_SA=0; if the train grouping number N_V is larger than the station berth number N_B, the train cannot effectively stop the station, the target parking berth and the target occupied berth are cleared to T_B=0, and T_SA=0; the vehicle-mounted system calculates a target parking position according to the running direction of the train and a target parking position instruction, and the parking start position and the parking end position:

the running direction of the train entering the platform is reverse entering:

when the target parking position command is the intermediate alignment, a_f=2, and the target parking position t_b=n_b- ((n_b-n_v)/2);

when the target parking position command is near-end alignment or normal alignment, a_f=3 or a_f=4, and the target parking position t_b=n_v;

when the target parking position command is remote alignment or reverse alignment, a_f=1 or a_f=5, and the target parking position t_b=n_b;

judging whether the train grouping number N_V is smaller than a target parking position T_B, and calculating a parking start position:

if n_v is less than t_b, a parking start berth s_b=t_b-n_v is calculated

If n_v is equal to or greater than t_b, the parking start berth s_b=0;

Calculating a parking end berth e_b=t_b-1;

the running direction of the train entering the platform is forward entering:

when the target parking position command is the intermediate alignment a_f=2, the target parking position t_b= (n_b-n_v)/2+1;

when the target parking position command is near-end alignment a_f=3 or reverse alignment a_f=5, target parking position t_b= (n_b-n_v) +1;

when the target parking position command is a far-end alignment a_f=1 or a normal alignment a_f=4, the target parking position t_b=1;

the parking start berth s_b=t_b-1;

end parking position e_b=s_b+n_v-1

Judging the relation between the parking end berth E_B and the station berth number N_B:

if e_b is greater than (n_b-1), calculating a parking end berth e_b=n_b-1;

if e_b is equal to or less than (n_b-1), the parking end berth e_b=s_b+n_v-1;

target occupancy berth t_sa=2≡0+2≡1+ … +2≡n, where n=traversal of the parking start berth s_b to the parking end berth e_b.

Preferably, in said step S4:

the grouped train multi-berth platform parking occupancy berth detection algorithm consists of a train position head footprint HFP, a train position tail footprint TFP, a train occupancy berth O_B, each section of grouped alignment position offset V_QL, a position information component element area R, a position information component element area S, a position information component element offset O, a train head alignment position FVO, a train tail alignment position RVO, a maximum deviation Max_T allowed by platform stopping position design, a platform berth alignment position T_BO, a platform berth alignment range front boundary Fwd_B, a platform berth alignment range rear boundary Bck _B, a berth F_B where a train head alignment position is located, a train tail alignment position R_B, a train head actual position T_FEL, a train tail actual position T_REL, a train head or tail actual position and a train head or tail position alignment position distance Mis, and a train actual alignment position and design alignment position deviation Mis _O;

The multi-berth platform parking occupancy berth detection algorithm comprises the following steps: after the VATC controls the train to run to the platform for parking, the occupied berths of the multi-berth platform for parking of the train are flexibly grouped according to the detection of the parking position of the train, and the VATC reads the head footprint HFP and the tail footprint TFP of the train, which are the sets of the head and tail position information of the train respectively, and specifically comprises three parts: a position region R, a position section S, and a position offset O; when the head footprint of the train position and the tail footprint of the train are not in the same position section, the tail of the train is not in the platform section, and the occupied berth O_B of the train is set to zero; when the head footprint of the train position and the tail footprint of the train are in the same position section, searching the data of the platform where the train position is located according to the head footprint of the train position searching database, when the searched platform data is invalid, setting the occupied berth O_B of the train to zero, and when the searched platform data is valid, judging that the train is stopped in the platform section; the VATC reads the design offset V_QL of each section of the marshalling target, wherein V_QL represents the distance from the coupler of each section of marshalling train to the carriage target position when the train is completely aligned to the station berth; the vehicle-mounted system judges the relation between the head footprint position offset HFP.O and the tail footprint position offset TFP.O of the train position, and calculates the head alignment position FVO and the tail alignment position RVO of the train;

If the train location head footprint location offset HFP.O is greater than the train location tail footprint location offset TFP.O:

train head alignment position fvo=hfp.o-v_ql; end of train alignment position rvo=tfp.o+v_ql;

if the train location head footprint location offset hfp.o is less than or equal to the train location tail footprint location offset tfp.o:

train head alignment position fvo=tfp.o-v_ql; end of train alignment position rvo=hfp.o+v_ql;

analyzing a database by a vehicle-mounted system to find out a station stop position design allowable maximum deviation Max_T, traversing and finding out each berth alignment position T_BO of a current station, calculating a front boundary FWD_B=T_BO+Max_T of each berth alignment range, a rear boundary Bck _B=T_BO-Max_T of each alignment range, and identifying the berth where a train head alignment position FVO is located and the berth where a train tail alignment position RVO is located according to each berth alignment range;

when FVO < = fwd_b and FVO > = Bck _b, reserving a berth f_b where the train head alignment position is located;

when RVO < = fwd_b and RVO > = Bck _b, reserving a berth r_b where the train tail alignment position is located;

when FVO is not in the range FVO < = fwd_b and FVO > = Bck _b, or RVO is not in the range RVO < = fwd_b and RVO > = Bck _b, the berth f_b where the train head alignment position is located and the berth r_b where the train tail alignment position is located cannot be identified, and the train occupied berth zero o_b=0;

The vehicle-mounted system reads the calculated actual train head position T_FEL and the actual train tail position T_REL, and calculates the distance between the actual train head or tail position and the berth alignment position T_BO where the actual train head or tail position is located:

when T_FEL > T_REL, calculating the distance between the actual position T_FEL of the train head and the aligned position T_BO of the berth F_B where the train head is positioned, wherein Mis =T_FEL-T_BO;

when T_FEL is less than or equal to T_REL, calculating the distance between the actual position T_REL of the train tail and the aligned position T_BO of the berth R_B where the train tail is positioned, wherein Mis =T_REL-T_BO;

the vehicle-mounted system calculates the deviation Mis _O between the actual train alignment position and the design target alignment position according to the calculated distance Mis between the train head and the train tail and the corresponding berth alignment position and the design deviation V_QL of each section of grouping target, and takes an absolute value, wherein Mis _O= | Mis-V_QL|;

when the standard deviation Mis _O is larger than the maximum error preset by the system, the train alignment fails; zero o_b=0 of the train occupation berth;

when the standard deviation Mis _o is smaller than or equal to the maximum error preset by the system, the train occupies berth o_b=2ζ0+2ζ1+ … +2ζ2, wherein n=traversal from berth f_b where the train head alignment position is located to berth r_b where the train tail alignment position is located.

Compared with the prior art, the invention has the following beneficial effects:

1. The invention meets the scene requirement that different marshalling trains flexibly park at a multi-berth platform according to operation organization;

2. the invention solves the problem that the flexible marshalling trains occupy berths after stopping according to different target parking spaces of the platform, and realizes the possibility of stopping and transferring the flexible marshalling trains at any berths of the multi-berth platform;

3. the invention has the feasibility that the same station can distinguish domestic and international passengers according to different berths and provide transfer service;

4. the method has simple algorithm, ingenious conception and easy realization;

6. aiming at the failure of the platform door of the berth of the platform part, the technical thought provided by the invention can realize the other berths of the train berthing platform, and the availability of the system is obviously improved;

7. compared with the traditional design of fixed positions of the train stopping platforms, the invention provides a technical idea of flexibly stopping the train in the multi-berth platform according to the operation organization, effectively improves the flexibility of the operation organization, reduces the operation cost and improves the operation efficiency.

Drawings

Other features, objects and advantages of the present invention will become more apparent upon reading of the detailed description of non-limiting embodiments, given with reference to the accompanying drawings in which:

fig. 1 is a schematic diagram of a 2-group flexible-group train hitch.

Fig. 2 is a schematic diagram of a 3-group flexible-group train hitch.

Fig. 3 is a schematic diagram of a four berth platform parking of a flexible consist train.

Fig. 4 is a schematic diagram of target berth calculation for different parking position instructions for a 4 berth platform of a 2-group train.

Fig. 5 is a schematic diagram of target berth calculation of different parking position instructions of a 4-berth platform of a 3-group train.

Fig. 6 is a schematic diagram of target berth calculation for 4 consist trains with 4 berth stations with different parking position instructions.

FIG. 7 is a flow chart for identifying positioning and running direction of a fully automatic driving flexible marshalling train and establishing an automatic running mode.

Fig. 8 is a flow chart of a target berth calculation for a multi-berth platform based on a parking strategy for a fully automatic driving flexible consist train.

Fig. 9 is a flow chart of a target berth calculation for a multi-berth platform based on a parking strategy for a fully automatic driving flexible consist train.

Fig. 10 is a flow chart of parking occupancy detection for a multi-berth platform of a fully automatic driving flexible marshalling train.

Fig. 11 is a flow chart of parking occupancy detection for a multi-berth platform of a fully automatic driving flexible marshalling train.

Detailed Description

The present invention will be described in detail with reference to specific examples. The following examples will assist those skilled in the art in further understanding the present invention, but are not intended to limit the invention in any way. It should be noted that variations and modifications could be made by those skilled in the art without departing from the inventive concept. These are all within the scope of the present invention.

Example 1:

the application provides a detection method suitable for fully-automatic driving flexible grouping of train platform parking berths in the field of rail transit. The application provides a method for detecting occupied berths of a flexibly grouped train after stopping according to different target parking spaces of a platform and controlling a platform door and a vehicle door cooperative switch of the occupied berths to carry out passenger transfer. The method has simple algorithm, ingenious conception and easy realization.

The working principle/inventive concept of the application is a target parking position algorithm for calculating a target parking position according to a running direction of a flexibly grouped train and a target parking position instruction sent by a signal control center (a vehicle-mounted system calculates a train running control curve according to the target parking position and realizes train platform parking), and an actually occupied parking position detection algorithm after the flexibly grouped train stops.

According to the detection method for the parking berths of the full-automatic driving flexible marshalling train platform, which is provided by the application, as shown in fig. 1-11, the detection method comprises the following steps:

Specifically, in the step S1:

Step S2: establishing a full-automatic operation mode;

specifically, in the step S2:

specifically, in the step S3:

the running direction of the train entering the platform is reverse entering:

if n_v is less than t_b, a parking start berth s_b=t_b-n_v is calculated

If n_v is equal to or greater than t_b, the parking start berth s_b=0;

Calculating a parking end berth e_b=t_b-1;

the running direction of the train entering the platform is forward entering:

the parking start berth s_b=t_b-1;

end parking position e_b=s_b+n_v-1

if e_b is greater than (n_b-1), calculating a parking end berth e_b=n_b-1;

if e_b is equal to or less than (n_b-1), the parking end berth e_b=s_b+n_v-1;

Specifically, when a train enters a full-automatic running mode FAM, a vehicle-mounted system VATC determines a target parking position instruction of a multi-berth platform, and analyzes the number of the berths of the platform according to a platform identification searching database, the vehicle-mounted system calculates a target parking berth, a parking start berth and a parking end berth by using the grouping number, the train running direction and the target parking position instruction detected according to a train length circuit, and calculates a train target occupied berth according to the parking start berth and the parking end berth;

Specifically, in the step S4:

Example 2:

example 2 is a preferable example of example 1 to more specifically explain the present invention.

Aiming at the defects in the prior art, the invention aims to provide a target berth calculation method based on a parking strategy for a multi-berth platform of a flexible marshalling train and a parking occupation berth detection algorithm for the multi-berth platform of the flexible marshalling train.

The invention provides a parking space occupation detection algorithm for a multi-berth platform of a fully-automatic driving flexible marshalling train. The method comprises the steps of flexibly grouping the train to identify and locate and run the direction, establishing an automatic running mode logic, flexibly grouping the target berth calculation of the multi-berth platform of the train based on the parking policy, and flexibly grouping the parking occupation berth detection process of the multi-berth platform of the train. The invention improves the operability of flexible parking of different marshalling trains at a multi-berth platform according to operation organizations, and particularly improves the feasibility of changing the platform berth to provide passengers for service in China/internationally.

Preferably, the flexible marshalling trains dynamically adjust the marshalling length according to the capacity requirement, and each marshalling train is sequentially connected from one position end to two position ends to form a marshalling train. Each marshalling train has a fixed train number, which refers to an identification number of train production and is a physical number (nameplate notes) of the train. The vehicle-mounted controller identifies the logical grouping of trains according to the running direction of the trains.

When a train enters a full-automatic running mode FAM, a vehicle-mounted system VATC determines a final target parking position instruction of a multi-berth platform, a database is searched according to a platform identifier to analyze the number of the berths of the platform, the vehicle-mounted system calculates target parking berths, parking start berths and parking end berths by using the grouping number, the train running direction and the target parking position instruction detected according to the train length circuit, and calculates target occupied berths of the train according to the parking start berths and the parking end berths.

The vehicle-mounted system reads the head footprint and the tail footprint of the train position, the vehicle-mounted system searches platform data of the train position according to the head footprint search database of the train position and reads design deviation of each section of grouping targets, and the vehicle-mounted system calculates the head alignment position and the tail alignment position of the train. The vehicle-mounted system analyzes the database to find the maximum allowable deviation of the platform stop position design, traverses and finds each berth alignment position of the current platform, calculates each berth alignment range, and identifies the berth where the train head alignment position is located and the berth where the train tail alignment position is located. The vehicle-mounted system reads the calculated actual train head position and the calculated actual train tail position, and calculates the alignment position distance between the actual train head position or the actual train tail position and the berth where the actual train head position or the actual train tail position is positioned. And the vehicle-mounted system verifies that the deviation between the actual train alignment position and the design alignment position is within the maximum allowable error range of the system design according to the calculated distance between the train head/tail and the corresponding berth alignment position and the design deviation of each section of grouping alignment mark, and calculates the actual occupied berth of the train according to the berth where the train head alignment position is located and the berth where the train tail alignment position is located.

The logic for automatically driving and flexibly grouping trains to identify positioning and running directions and establishing an automatic running mode mainly comprises a full-automatic running mode (Fully Automatic Mode), a mobile authorization (Movement Authority) and an Initialization state (Initialization). The target berth calculating method based on the parking strategy of the flexible grouping train multi-berth platform mainly comprises a parking position instruction (A_R), a default parking space (A_O) configured by a vehicle-mounted controller, a final target parking position instruction (A_F), a platform berth number (N_B), a train grouping number (N_V), a target parking berth (T_B), a target occupied berth (T_SA), a parking start berth (S_B) and a parking end berth (E_B). The flexible grouping train multi-berth platform parking occupancy berth detection algorithm mainly comprises a train position Head Footprint (HFP), a train position Tail Footprint (TFP), a train occupancy berth (O_B), a train end alignment position offset (V_QL), a position information component element region (R), a position information component element section (S), a position information component element offset (O), a train end alignment position (FVO), a train end alignment position (RVO), a maximum deviation (Max_T) allowed by platform stopping position design, a platform berth alignment position (T_BO), a platform berth alignment range front boundary (Fwd_B), a platform berth alignment range rear boundary (Bck _B), a train end alignment position (F_B), a train end alignment position (R_B), a train end actual position (T_FEL), a train end actual position (T_REL), a train end (or tail) actual position and a train end (or tail) berth alignment position distance (Mis), a train actual alignment position and a design end alignment position deviation (Mis _O).

The train mode state (Train Mode Status), the Initialization state (Initialization) and the mobile authorization (Movement Authority) are implemented, when the vehicle-mounted device is powered on, the vehicle-mounted system VATC executes self-checking test, the working state of the hardware device and the integrity test of the software running environment are detected, and the vehicle-mounted system VATC enters the ready state after the test passes. The driver drives the train to pass through the beacon installed on the ground in the manual operation mode, the vehicle-mounted beacon reading antenna obtains the beacon equipment identification number installed on the ground, and the system database is analyzed according to the identification number to obtain the installation position of the beacon, namely the actual position of the train. The vehicle-mounted equipment passes through two continuous beacons, analyzes the database and judges the passing sequence of the beacons, so as to judge the running direction of the train. The VATC identifies a control area of the trackside system according to the train position, analyzes the communication address of trackside control equipment in the current operation area, sends an Initialization request of communication, analyzes the identification number of the train after the trackside equipment receives the Initialization message, registers the train Initialization state (Initialization) and sends the movement authorization (Movement Authority) of the train operation, and the vehicle-mounted equipment can establish a full-automatic operation mode after receiving the effective movement authorization (Fully Automatic Mode).

According to the target berth calculating method based on the parking strategy, when a train enters a full-automatic running mode FAM, a vehicle-mounted system VATC receives a target parking position instruction A_R of a multi-berth platform, the target parking position instruction of the multi-berth platform is sent by a signal system control center according to an operation scene, and the vehicle-mounted system reads a configured default parking space A_O and determines a final target parking position instruction (A_F). The target parking position command has 5 alignment modes, namely distal alignment (1), middle alignment (2), proximal alignment (3), conventional alignment (4) and reverse alignment (5). The vehicle-mounted system analyzes the number of station berths (N_B) according to the station identification searching database, and calculates the number of the berths occupied by the target by using the number of groups (N_V) detected by the train length circuit. The vehicle-mounted system calculates a target parking position (T_B), a parking start position (S_B) and a parking end position (E_B) according to the running direction of the train (namely, running in the forward direction or running in the reverse direction according to the system definition) and a target parking position instruction (A_F), and calculates a target occupied position (T_SA) of the train according to the parking start position and the parking end position.

According to the multi-berth platform parking occupancy berth detection algorithm, VATC reads a head footprint HFP and a tail footprint TFP of a train position, when the head footprint of the train position and the tail footprint of the train enter the same position section, a vehicle-mounted system searches platform data of the train position according to a head footprint search database of the train position and reads design deviation (V_QL) of each section of grouping targets, and the vehicle-mounted system judges the relationship between the head footprint position deviation and the tail footprint position deviation of the train position and calculates a head alignment position (FVO) and a tail alignment position (RVO) of the train. The vehicle-mounted system analyzes the database to find the maximum allowable deviation Max_T of the stop position design of the platform, traverses and finds each berth alignment position (T_BO) of the current platform, calculates each berth alignment range, and identifies the berth where the head alignment position (FVO) of the train is located and the berth where the tail alignment position (RVO) of the train is located. The actual position of the train is obtained through the beacon, the position is calculated as the position of a beacon antenna (NPR) in the system when the train passes through a ground beacon (NP), and the actual position (T_FEL) of the train head is the position offset of the NPR (the calculated running direction is the forward direction) or the position offset of the NPR (the offset of the train installation compared with the offset of the train one-position end # 1). The end of train actual position (t_rel) is the NPR position minus (the calculated direction of travel is forward) or plus (the calculated direction of travel is reverse) the NPR position offset at the train installation (as compared to the offset at consist train two-bit end #2 installation). The vehicle-mounted system reads the calculated train head actual position (T_FEL) and the train tail actual position (T_REL), and calculates the distance between the train head or the train tail actual position and the berth alignment position (T_BO). The vehicle-mounted system verifies that the deviation (Mis _O) between the actual train alignment position and the design alignment position is within the maximum allowable error range of the system design according to the calculated distance between the train head/tail and the corresponding berth alignment position and the design deviation (V_QL) of each section of grouping alignment target, and calculates the actual train occupied berth (O_B) according to the berth (F_B) where the train head alignment position is located and the berth (R_B) where the train tail alignment position is located.

As shown in fig. 4, the target berth calculation of the different parking position instructions of the 4 berths of the 2-group train comprises a target parking position instruction (a_r) of the multi-berth station, and the target parking position instruction is sent by the signal control center according to an operation scene. The target parking position command has 5 alignment modes, namely distal alignment (1), middle alignment (2), proximal alignment (3), conventional alignment (4) and reverse alignment (5). The vehicle-mounted system calculates the target occupied berth according to the running direction of the train (namely, forward running or reverse running according to the system definition).

When the running direction of the train is the positive direction of the system:

1. parking is aligned at the far end, the target occupies berth 2 and berth 1, and the target occupies berth to calculate t_sa=3.

2. Parking is aligned in the middle, the target occupies berth 3 and berth 2, and the target occupies berth to calculate t_sa=6.

3. Parking in near-end alignment, target occupied berth 4 and berth 3, target occupied berth calculation tsa=12.

4. Parking is aligned conventionally, the target occupied berth 2 and berth 1, and the target occupied berth calculates tsa=3.

5. In reverse aligned parking, target occupied berth 4 and berth 3, target occupied berth calculation tsa=12.

When the train running direction is the system reverse direction:

1. parking with far-end alignment, target occupied berth 4 and berth 3, target occupied berth calculation tsa=12.

3. Parking is performed in a near-end alignment mode, the target occupied berth 2 and the target occupied berth 1 are calculated, and t_sa=3.

The target occupied berth (t_sa) refers to the calculated train target berth when the flexibly grouped trains are not at the inbound berth. The target occupied berth t_sa=3 (calculation process 3=2ζ+2ζ), represents target berth 2 and berth 1 of the two-group train. The vehicle-mounted system calculates the distance from the train to the target stop position of the station in real time according to the target occupied position, generates a target speed curve, and controls the train to stop to the target position for passenger transfer.

As shown in fig. 5, the target berth calculation of the different parking position instructions of the 3-group train 4-berth platform comprises a target parking position instruction (a_r) of the multi-berth platform, and the target parking position instruction is sent by the signal control center according to an operation scene. The target parking position command has 5 alignment modes, namely distal alignment (1), middle alignment (2), proximal alignment (3), conventional alignment (4) and reverse alignment (5). The vehicle-mounted system calculates the target occupied berth according to the running direction of the train (namely, forward running or reverse running according to the system definition).

1. parking in remote alignment, target occupied berth 3, berth 2, and berth 1, target occupied berth calculation tsa=7.

2. With intermediate alignment parking, the target occupies berth 3, berth 2, and berth 1, and the target occupies berth to calculate tsa=7.

3. Parking is aligned with the near end, the target occupied berths 4 and 3 and 2, and the target occupied berths calculate tsa=14.

4. With parking in conventional alignment, the target occupies berth 3, berth 2, and berth 1, and the target occupies berth to calculate tsa=7.

5. With the parking in reverse alignment, the target occupied berths 4, 3 and 2, the target occupied berths calculate tsa=14.

When the train running direction is the system reverse direction:

1. parking in remote alignment, target occupied berth 4, berth 3, and berth 2, target occupied berth calculation tsa=14.

2. With intermediate aligned parking, the target occupied berths 4, 3 and 2, the target occupied berths calculate tsa=14.

3. Parking is performed in a near-end alignment mode, the target occupied berth 3, the target occupied berth 2 and the target occupied berth 1 are calculated as t_sa=7.

As shown in fig. 6, the target berth calculation of the 4 berth platforms of the 4-group train with different parking position instructions comprises a target parking position instruction (a_r) of a plurality of berth platforms, and the target parking position instruction is sent by a signal control center according to an operation scene. The target parking position command has 5 alignment modes, namely distal alignment (1), middle alignment (2), proximal alignment (3), conventional alignment (4) and reverse alignment (5). The vehicle-mounted system calculates the target occupied berth according to the running direction of the train (namely, forward running or reverse running according to the system definition).

When the running direction of the train is the system forward direction or the system reverse direction, the number of train groups is the same as the length berths of the platform, the train stops occupy all berths, the target occupies a berth T sa=15 (computation process 15=2·3+2·2+2·1+2·0, i.e. T SA is an integer value calculated in binary representation for each berth number).

As shown in fig. 7, the automatic driving flexible grouping train is used for identifying the positioning and running direction, and the automatic running mode is established mainly comprising a full-automatic running mode (Fully Automatic Mode), a mobile authorization (Movement Authority) and an Initialization state (Initialization). When the vehicle-mounted equipment is powered on, the vehicle-mounted system VATC executes self-checking test, the working state of the hardware equipment and the integrity test of the software running environment are detected, and the vehicle-mounted system VATC enters a ready state after the test passes. The driver drives the train through a ground-mounted beacon using a manual mode of operation and the on-board device establishes the train location. The vehicle-mounted system collects speed sensor signals mounted on the vehicle, identifies the running direction of the train, and when the wheels turn to a position end #1 (the position end #1 and the position end #2 are the head end and the tail end of each section of marshalling), if the directions are consistent, the running direction of the train is forward, and otherwise, the running direction is backward. When the train continuously passes through 2 beacons installed on the ground, the vehicle-mounted system identifies the running direction of the train (i.e. running in the forward direction or running in the reverse direction according to the system definition), and the vehicle-mounted system judges the forward/backward direction correlation of the train by combining the running direction of the train and the running direction. The vehicle-mounted system VATC detects train grouping according to the train length circuit, generates train logical grouping from the one-position end #1 to the two-position end #2 according to the relation between the train running direction and the one-position end #1 of the train, and is used for controlling the platform door and the vehicle door of the train occupying berth in a linkage mode according to the invention. The VATC identifies a control area of the trackside system according to the position of the train, analyzes the communication address of trackside control equipment of the current operation area, sends an initialization request of communication, analyzes the identification number of the train after receiving the initialization message, receives the initialization request of the current train, sends the movement authorization of train operation, and can establish an automatic operation mode FAM after receiving the effective movement authorization.

As shown in fig. 8 and 9, the calculation process of the target berth of the multi-berth platform of the fully automatic driving flexible marshalling train based on the parking strategy. Firstly, a vehicle-mounted system VATC receives a target parking position instruction A_R of a multi-berth platform, and the target parking position instruction A_R is sent by a signal system control center according to an operation scene. The vehicle-mounted system reads the configured default parking space A_O, when A_R is the default parking position and A_O selects other parking positions, the vehicle-mounted system target parking position instruction adopts the signal A_O, otherwise, adopts the signal A_R. The target parking position command has 5 alignment modes, namely a far-end alignment (1), an intermediate alignment (2), a near-end alignment (3), a conventional alignment (4) and a reverse alignment (5), and the determined target parking position command is denoted by A_F. The vehicle-mounted system analyzes the number of the station berths (N_B) according to the station identification searching database, and uses the number of the groups (N_V) detected by the train length circuit. The in-vehicle system determines whether the identified train consist number (n_v) and the number of station berths (n_b) are valid, and if not, the target occupied berth is zero (t_b=0), and if not, the target occupied berth is zero (t_sa=0). If the number of train consists is greater than the number of station berths (n_v > n_b), the train will not be able to effectively park the station, the target park and the target occupancy berths are cleared (t_b=0, t_sa=0). The vehicle-mounted system calculates a target parking position according to the running direction of the train (namely, forward running or reverse running according to system definition) and a target parking position instruction, and the parking start position and the parking end position:

A. The running direction of the train entering the platform is reverse entering:

1. when the target parking position command is the intermediate alignment (a_f=2), the target parking position t_b=n_b- ((n_b-n_v)/2

2. When the target parking position command is near-end alignment or normal alignment (a_f=3 or a_f=4), the target parking position t_b=n_v

3. When the target parking position command is remote alignment or reverse alignment (a_f=1 or a_f=5), the target parking position t_b=n_b

4. Judging whether the train grouping number (N_V) is smaller than the target parking position (T_B), and calculating a parking start position:

i. if n_v is less than t_b, a parking start berth s_b=t_b-n_v is calculated

ii. conversely, parking start berth s_b=0

5. Calculating the parking end berth e_b=t_b-1

B. The running direction of the train entering the platform is forward entering:

1. when the target parking position command is the intermediate alignment (a_f=2), the target parking position t_b= (n_b-n_v)/2+1

2. When the target parking position command is near-end alignment (a_f=3) or reverse alignment (a_f=5), the target parking position t_b= (n_b-n_v) +1

3. When the target parking position command is a far end alignment (a_f=1) or a normal alignment (a_f=4), the target parking position t_b=1

4. Parking start berth s_b=t_b-1

5. End parking position e_b=s_b+n_v-1

6. Judging the relation between the parking end berth (E_B) and the number of platform berths (N_B):

i. if e_b is greater than (n_b-1), the end parking position e_b=n_b-1 is calculated

ii. otherwise, reserving the parking end berth calculated in the fifth step

C. Target occupancy berth t_sa=2≡0+2≡1+ … +2≡n (n=traversal of parking start berth s_b to parking end berth e_b).

As shown in fig. 10 and 11, the parking occupancy detection algorithm for the multi-berth platform of the fully automatic driving flexible marshalling train. Firstly, after the VATC controls the train to run to the platform for stopping, the occupied berths of the multi-berth platform for stopping of the train are flexibly grouped according to the detection of the stopping position of the train. The vat reads a train position head footprint HFP and a train end footprint TFP, which are sets of train head and end position information, respectively, specifically including three partial position areas (R), position sections (S), and position offsets (O). When the head footprint of the train position and the tail footprint of the train are not in the same position section, the tail of the train is not in the platform section, and the occupied berth (O_B) of the train is set to zero; and otherwise, searching the database according to the head footprint of the train position to inquire the data of the train position stop platform, when the searched platform data is invalid, setting the occupied berth (O_B) of the train to zero, and otherwise, judging that the train stops in the platform section. The on-board system vat reads the design offset (v_ql) for each consist pair, which represents the distance from each consist train coupler to the car pair location when the train is fully aligned to the platform berth. The on-board system determines a relationship of a head-of-train position footprint position offset (HFP.O) and a tail-of-train position footprint position offset (TFP.O) and calculates a head-of-train alignment position (FVO) and a tail-of-train alignment position (RVO).

A. If the train position head footprint position offset (HFP.O) is greater than the train position tail footprint position offset (TFP.O), then HFP.O > TFP.O

1. Train head alignment position fvo=hfp.o-v_ql

2. End of train alignment position rvo=tfp.o+v_ql

B. Conversely if the train position head footprint position offset (hfp.o) is less than or equal to the train position tail footprint position offset (tfp.o), both hfp.o < = tfp.o

1. Train head alignment position fvo=tfp.o-v_ql

2. End of train alignment position rvo=hfp.o+v_ql

The vehicle-mounted system analyzes the database to find the station stop position design allowable maximum deviation Max_T, traverses and finds each berth alignment position (T_BO) of the current station, calculates the front boundary (FWD_B=T_BO+Max_T) of each berth alignment range, calculates the rear boundary (Bck _B=T_BO-Max_T) of the alignment range, and identifies the berth where the head alignment position (FVO) of the train is located and the berth where the tail alignment position (RVO) of the train is located according to each berth alignment range.

1. When FVO < = fwd_b and FVO > = Bck _b, the berth (f_b) where the train head alignment position is located is reserved

2. When RVO < = fwd_b and RVO > = Bck _b, the berth (r_b) where the end of train alignment position is located is reserved

3. Otherwise, the berth (F_B) where the train head alignment position is located is identified, and the berth (R_B) where the train tail alignment position is located is invalid. Train occupancy berth zero (o_b=0).

The vehicle-mounted system reads the calculated train head actual position (T_FEL) and the train tail actual position (T_REL), and calculates the distance between the train head or the train tail actual position and the berth alignment position (T_BO) according to the following formula.

1. When t_fel > t_rel, calculating the distance between the actual position of the train head (t_fel) and the aligned position of the berth (f_b) where the train head is located (t_bo), mis =t_fel-t_bo

2. Otherwise, calculate the distance between the actual position of the end of the train (t_rel) and the aligned position of the berth (r_b) where the end of the train is located (t_bo), mis =t_rel-t_bo

The vehicle-mounted system calculates the deviation (Mis _O) between the actual alignment position of the train and the design target position according to the calculated distance between the train head/tail and the corresponding berth target position and the design deviation (V_QL) of each section of grouping target, and takes an absolute value, mis _O= | Mis-V_QL|.

1. When the standard deviation (Mis _O) is greater than the maximum error allowed by the system design, the train alignment fails. Train occupancy berth zero o_b=0.

In other cases, the train occupies berths o_b=2≡0+2≡1+ … +2≡n (n=traversal of the berths (f_b) where the train head alignment positions are located to the berths (r_b) where the train tail alignment positions are located).

Those skilled in the art will appreciate that the systems, apparatus, and their respective modules provided herein may be implemented entirely by logic programming of method steps such that the systems, apparatus, and their respective modules are implemented as logic gates, switches, application specific integrated circuits, programmable logic controllers, embedded microcontrollers, etc., in addition to the systems, apparatus, and their respective modules being implemented as pure computer readable program code. Therefore, the system, the apparatus, and the respective modules thereof provided by the present invention may be regarded as one hardware component, and the modules included therein for implementing various programs may also be regarded as structures within the hardware component; modules for implementing various functions may also be regarded as being either software programs for implementing the methods or structures within hardware components.

The foregoing describes specific embodiments of the present application. It is to be understood that the application is not limited to the particular embodiments described above, and that various changes or modifications may be made by those skilled in the art within the scope of the appended claims without affecting the spirit of the application. The embodiments of the application and the features of the embodiments may be combined with each other arbitrarily without conflict.

Claims

1. A detection method for parking positions of a full-automatic driving flexible marshalling train platform is characterized by comprising the following steps:

step S2: establishing a full-automatic operation mode;

2. The method for detecting the parking positions of the fully-automatic driving flexible marshalling train platform according to claim 1, wherein the method comprises the following steps of:

when a train enters a full-automatic running mode FAM, a vehicle-mounted system VATC determines a target parking position instruction of a multi-berth platform, and analyzes the number of the berths of the platform according to a platform identification searching database, the vehicle-mounted system calculates a target parking berth, a parking start berth and a parking end berth by using the group number, the train running direction and the target parking position instruction detected according to a train length circuit, and calculates a train target occupied berth according to the parking start berth and the parking end berth;

3. The method for detecting the parking positions of the fully automatic driving flexible marshalling train platform according to claim 1, wherein in the step S1:

4. The method for detecting the parking positions of the fully automatic driving flexible marshalling train platform according to claim 1, wherein in the step S2:

5. The method for detecting the parking positions of the fully automatic driving flexible marshalling train platform according to claim 1, wherein in the step S3:

The running direction of the train entering the platform is reverse entering:

if n_v is less than t_b, a parking start berth s_b=t_b-n_v is calculated

If n_v is equal to or greater than t_b, the parking start berth s_b=0;

calculating a parking end berth e_b=t_b-1;

the running direction of the train entering the platform is forward entering:

the parking start berth s_b=t_b-1;

end parking position e_b=s_b+n_v-1

if e_b is greater than (n_b-1), calculating a parking end berth e_b=n_b-1;

if e_b is equal to or less than (n_b-1), the parking end berth e_b=s_b+n_v-1;

6. The method for detecting the parking positions of the fully automatic driving flexible marshalling train platform according to claim 1, wherein in the step S4: