CN210760809U - Subway train positioning monitoring system - Google Patents
Subway train positioning monitoring system Download PDFInfo
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- CN210760809U CN210760809U CN201921340602.6U CN201921340602U CN210760809U CN 210760809 U CN210760809 U CN 210760809U CN 201921340602 U CN201921340602 U CN 201921340602U CN 210760809 U CN210760809 U CN 210760809U
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Abstract
The utility model discloses a subway train positioning monitoring system, including the positioning terminal equipment who is located the subway platform region, positioning terminal equipment includes radar velocimeter, first position monitoring unit, master controller and pilot lamp, gathers the positional information of subway train when the parking state, judges the security that the subway train parks in view of the above, and sends out the police dispatch newspaper under the more obvious condition of dislocation of subway door and shield door; the subway train positioning monitoring system further comprises a second position monitoring unit, a third position monitoring unit, a wireless transmission unit and an automatic train control system, the automatic train control system acquires preset acceleration according to the position of the subway train by acquiring position information and speed information of the subway train in the inbound parking process, generates a subway train speed adjusting control instruction, performs graded adjustment on the speed of the subway train in a station, controls the subway train to stably park in a safe range, and reduces the sense of jolt.
Description
Technical Field
The utility model relates to an automatic control technical field particularly relates to a subway train positioning monitoring system.
Background
The subway is an effective vehicle for relieving urban traffic pressure and reducing air pollution as an urban rail vehicle with safety, rapidness, large traffic volume, low energy consumption and less pollution, and how to ensure the operation safety of the subway becomes a central importance.
At present, an automatic control system of a subway train is mature, but when a subway enters, the speed of the subway train is not smooth, passengers can stand unstably due to inertia, and the stop position of the subway deviates from the target required position sometimes, so that a shield door and a subway door cannot be aligned completely, passengers get on or off the train inconveniently and personal safety and traffic accidents are caused seriously.
The utility model provides a subway train positioning monitoring system, through position and speed sensor gather the subway train at the inbound positional information who stops the in-process, speed information, send to train automatic control system, train automatic control system generates subway train speed of a motor vehicle adjustment control instruction, carry out hierarchical regulation to the subway train speed of a motor vehicle that stops at the station, control subway train is steadily stopped at safety range, reduce the sense of jolting, the unstable problem of speed of a motor vehicle when effectively having solved the subway train and having advanced at the station, subway operation's safety has been ensured. And the safety of the stop of the subway train can be judged, and an alarm is given out under the condition that the dislocation of the subway door and the shielding door is obvious.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a subway train positioning monitoring system, including the positioning terminal equipment who is located the subway platform region, positioning terminal equipment includes radar tachymeter, first position monitoring unit, master controller and pilot lamp, gathers the position information of subway train when the parking state, judges the security that the subway train parks in view of the above, and sends out the police dispatch newspaper under the more obvious condition of dislocation of subway door and shield door; the subway train positioning monitoring system further comprises a second position monitoring unit, a third position monitoring unit, a wireless transmission unit and an automatic train control system, the automatic train control system acquires preset acceleration according to the position of the subway train by acquiring position information and speed information of the subway train in the inbound parking process, generates a subway train speed adjusting control instruction, performs graded adjustment on the speed of the subway train in a station, controls the subway train to stably park in a safe range, and reduces the sense of jolt.
To achieve the above objective, with reference to fig. 1, the present invention provides a subway train positioning and monitoring system, which comprises a positioning terminal device located in the subway platform area.
The positioning terminal equipment comprises a radar velocimeter, a first position monitoring unit, a master controller and five indicator lamps.
The travel path along the subway train inbound direction is divided into a subway train normal running area, a subway train inbound deceleration area and a subway train stop area which are connected in sequence.
The radar speed measuring instrument is installed at a position L meters away from a subway train stop station in a subway train inbound deceleration area, is used for detecting the speed information of the subway train when the subway train is inbound in real time, and sends the detected speed information of the subway train to the master controller.
The M first photoelectric sensors of the first position monitoring unit are divided into six sensor groups, the six sensor groups are distributed and arranged in a subway train stop area, and the subway train stop area is divided into a first stop area, a second stop area, a third stop area, a fourth stop area and a fifth stop area which are sequentially connected along the subway train advancing direction. Preferably, the first station area, the second station area, the fourth station area and the fifth station area are equal in length.
The six sensor groups are provided with numbers, the numbers of the six sensor groups are 1-6 in sequence along the advancing direction of the subway train, and the sensor groups with the numbers of 1-5 correspond to the five stop areas one by one.
Each sensor group is set to respond to the fact that a subway train passes through the position where the subway train is located, and sends a first level signal to the main controller, values of the first level signal sent by each sensor group are different, and the values are gradually increased according to the sequence of numbers from small to large.
The main controller receives first level signals sent by one or more sensor groups, and the station stopping area to which the sensor group corresponding to the received first level signal with the largest value belongs is used as a final station stopping area according to an external control instruction.
The main controller is connected with the five indicator lamps respectively, and the indicator lamps correspond to the parking areas one to one and are used for indicating the final parking areas of the subway train.
The subway train positioning and monitoring system comprises an alarm unit.
The alarm unit is installed in subway train area of stopping a station, including three group stop state indicator lamps, the alarm unit links to each other with the master controller, and three groups stop state indicator lamps correspond to three kinds of final areas of stopping a station respectively: a third stop area; a second stop area and a fourth stop area; a first stop zone and a fifth stop zone.
The master controller is configured to generate a first alarm signal in response to the final stop area of the subway train being a second stop area or a fourth stop area.
The master controller is configured to generate a second alarm signal in response to the final stop area of the subway train being the first stop area or the fifth stop area.
The alarm unit further comprises a buzzer, and the main controller is set to respond to the first alarm signal and the second alarm signal and drive the buzzer to give out an audible alarm.
The positioning terminal equipment further comprises a second position monitoring unit, a third position monitoring unit and a wireless transmission unit.
The subway train positioning and monitoring system further comprises a train automatic control system located in the control center, and the master controller establishes a wireless communication link with the train automatic control system located in the control center through the wireless transmission unit.
The second position monitoring unit comprises a second photoelectric sensor and is arranged at one end, close to a normal running area of the subway train, of the inbound deceleration area of the subway train, the position of the second photoelectric sensor is used as the starting position of the inbound deceleration area of the subway train and is defined as an inbound monitoring point of the subway train, and the second position monitoring unit is used for detecting whether the subway train passes through the inbound monitoring point or not and sending a detection result to the master controller.
The third position monitoring unit comprises N third photoelectric sensors which are distributed on two sides of a track of the subway train inbound deceleration area, the subway train inbound deceleration area is divided into a plurality of sub-areas, the third photoelectric sensors are in one-to-one correspondence with the sub-areas, each third photoelectric sensor is used for detecting whether a subway train passes through the corresponding sub-area, and a detection result is sent to the master controller.
The automatic train control system sets corresponding acceleration for each sub-area according to an external control instruction, the master controller is set to respond to a second level signal sent by any one third photoelectric sensor, the sub-area information corresponding to the received second level signal is sent to the automatic train control system, the automatic train control system is driven to feed the acceleration corresponding to the sub-area information back to the master controller, and the subway train is subjected to subsection deceleration adjustment according to the fed acceleration until the speed of the subway train is reduced to 0.
Furthermore, the subway train positioning monitoring system further comprises a shooting unit, wherein the shooting unit is arranged in the inbound deceleration area of the subway train and used for shooting real-time image information in the deceleration process and/or during stop of the subway train and sending the shot real-time image information to the master controller.
And the master controller sends the real-time image information to a control center memory through a wireless transmission unit.
Furthermore, the subway train positioning monitoring system further comprises a power supply voltage reduction module, wherein the power supply voltage reduction module is used for converting 220V alternating current voltage into 12V direct current voltage and providing electric energy required by normal work for the radar speedometer, the first position monitoring unit, the second position monitoring unit, the third position monitoring unit and the wireless sensing unit.
Further, the radar velocimeter comprises an SVR400 sensor.
Further, the photoelectric sensors of the first position monitoring unit, the second position monitoring unit and the third position monitoring unit comprise an ohm dragon E3Z-T61 correlation type photoelectric switch.
Further, the master includes an STM32F103RGT6 control module.
Above the technical scheme of the utility model, compare with current, its beneficial effect who is showing lies in:
(1) the method comprises the steps of detecting the inbound position information and the inbound speed information of the subway train in real time, regulating and controlling the speed according to the externally input multistage speed, and carrying out graded speed reduction on the inbound speed of the subway train, so that the subway train can be stably inbound, and the bumpiness is reduced.
(2) The system has the alarm indication function of the subway train at the stop station position, carries out different signal lamp indications according to the position error of the actual stop position of the subway train relative to the target stop position, and provides buzzing alarm within the error range of the dangerous position.
(3) The system is independent of the positioning equipment and the power supply module of the special train for the subway and is not influenced by signals of the special equipment and power supply faults.
It should be understood that all combinations of the foregoing concepts and additional concepts described in greater detail below can be considered as part of the inventive subject matter of the present disclosure unless such concepts are mutually inconsistent. In addition, all combinations of claimed subject matter are considered a part of the inventive subject matter of this disclosure.
The foregoing and other aspects, embodiments and features of the present teachings can be more fully understood from the following description taken in conjunction with the accompanying drawings. Additional aspects of the present invention, such as features and/or advantages of exemplary embodiments, will be apparent from the description which follows, or may be learned by practice of the specific embodiments in accordance with the teachings of the present invention.
Drawings
The drawings are not intended to be drawn to scale. In the drawings, each identical or nearly identical component that is illustrated in various figures may be represented by a like numeral. For purposes of clarity, not every component may be labeled in every drawing. Embodiments of various aspects of the present invention will now be described, by way of example, with reference to the accompanying drawings, in which:
fig. 1 is the utility model discloses a subway train positioning monitoring system's schematic structure diagram.
Fig. 2 is a flow chart of the subway train inbound speed control method of the present invention.
Fig. 3 is the utility model discloses a subway train positioning monitoring system's simulation display picture stops regional scope sketch map.
Fig. 4 is a three-level PID speed control schematic diagram of the subway train inbound speed control method of the present invention.
Detailed Description
For a better understanding of the technical content of the present invention, specific embodiments are described below in conjunction with the accompanying drawings.
In this disclosure, aspects of the present invention are described with reference to the accompanying drawings, in which a number of illustrative embodiments are shown. Embodiments of the present disclosure are not necessarily defined to include all aspects of the invention. It should be appreciated that the various concepts and embodiments described above, as well as those described in greater detail below, may be implemented in any of numerous ways, as the disclosed concepts and embodiments are not limited to any implementation. Additionally, some aspects of the present disclosure may be used alone or in any suitable combination with other aspects of the present disclosure.
Detailed description of the preferred embodiment
Combine fig. 1 the utility model provides a subway train positioning and monitoring system, subway train positioning and monitoring system is including being located the regional location terminal equipment 100 of subway platform.
The positioning terminal device 100 includes a radar velocimeter 10, a first position monitoring unit 20, and a master controller 60.
The positioning terminal device 100 is independent of the train positioning device and the power supply module special for the subway, is not affected by signals of the special positioning device and power supply faults, and provides a multi-layer guarantee for the operation safety of the subway.
The travel path along the subway train inbound direction is divided into a subway train normal running area, a subway train inbound deceleration area and a subway train stop area which are connected in sequence.
The radar speed measuring instrument 10 is installed at a position L meters away from a subway train stop station in a subway train inbound deceleration area, and is used for detecting the speed information of the subway train when the subway train is inbound in real time and sending the detected speed information of the subway train to the master controller 60.
In the embodiment, the model of the SVR400 radar speed measurement sensor is installed at a position 200 meters away from the subway stop station in the subway train inbound direction, the speed measurement accuracy of the radar speed measurement sensor reaches +/-0.1 km/h, and the speed measurement Bamboo mold is enclosed in the range of 0-321 km/h.
The M first photoelectric sensors of the first position monitoring unit 20 are divided into six sensor groups, the six sensor groups are distributed and arranged in the stop area of the subway train, and the stop area of the subway train is divided into a first stop area, a second stop area, a third stop area, a fourth stop area and a fifth stop area which are connected in sequence along the moving direction of the subway train.
The six sensor groups of the first position monitoring unit 20 are configured to detect whether a subway train passes through the position of the first position monitoring unit, and send the detection result to the master controller 60.
In this embodiment, in consideration of the requirement of positioning accuracy of the subway train, setting M to 6 specifically as follows:
the first set of photosensors is located at a first stop zone start position, the second set of photosensors is located at a first stop zone end position spaced 5cm apart, and the third set of photosensors is located at a second stop zone end position spaced 5cm apart.
The fourth group of photoelectric sensors is arranged at the end position of the third station stopping area, the fifth group of photoelectric sensors is arranged at the end position of the fourth station stopping area with the interval of 5cm, and then the sixth group of photoelectric sensors is arranged at the end position of the fifth station stopping area with the interval of 5 cm.
In the foregoing example, the lengths of the first station parking area, the second station parking area, the fourth station parking area and the fifth station parking area are 5cm, so that the dense installation ensures the position monitoring accuracy of the subway train when the subway train approaches the station parking.
The six sensor groups are provided with numbers, the numbers of the six sensor groups are 1-6 in sequence along the advancing direction of the subway train, and the sensor groups with the numbers of 1-5 correspond to the five stop areas one by one.
When a subway train passes through the first photoelectric sensor, the photosensitivity of the photosensitive element is triggered, so that an electric signal generated by the photoelectric sensor is different from an electric signal generated when the train does not pass through, and the photoelectric sensor is used for acquiring the position information when the subway train stops. The power of the ohmic-dragon E3Z-T61 type correlation type photoelectric switch adopted by the photoelectric sensor in the embodiment is enough to support the track width of a subway train.
Each sensor group is set to respond to the fact that a subway train passes through the position where the subway train is located, and sends a first level signal to the main controller, values of the first level signal sent by each sensor group are different, and the values are gradually increased according to the sequence of numbers from small to large.
For example, when a subway train passes through a first group of sensors, the value of the first level signal is output as a1, when the subway train passes through a second group of sensors, the value of the first level signal is output as a2, when the subway train passes through a third group of sensors, the value of the first level signal is output as A3, when the subway train passes through a fourth group of sensors, the value of the first level signal is output as a4, when the subway train passes through a fifth group of sensors, the value of the first level signal is output as a5, when the subway train passes through a sixth group of sensors, the value of the first level signal is output as A6, wherein the values are a1< a2< A3< a4< a5< A6.
The master controller 60 receives the first level signal sent by one or more sensor groups, and takes the station stop area to which the sensor group corresponding to the received first level signal with the largest value belongs as the final station stop area.
For example, the subway train only passes through the first group of photoelectric sensors, and the maximum value of the output first level signal is A1, which indicates that the stop position of the subway train is in the first parking area.
The subway train passes through the first group of photoelectric sensors, the second group of photoelectric sensors and the third group of photoelectric sensors, the maximum value of the output first level signal is A3, and the subway train stop position is in a third parking area.
And so on.
Five indicator lights are arranged for indicating the final stop area of the subway train, and the indicator lights correspond to the stop areas one to one. And when the main controller judges the final stop area of the subway train according to the value of the first level signal, the main controller drives the corresponding indicator lamp to light.
Particularly, if the first level signal with the largest value received by the master controller is A6, the sixth group of photoelectric sensors can detect that a subway train passes through the position of the subway train, the subway train in the current shift is proved to be greatly beyond the normal position where the subway train should be parked, and a worker can be informed to start processing immediately, for example, the opening of a door of the subway train is suspended, a vehicle body is adjusted back, and accidents caused by serious dislocation of the door of the subway train and a shielding door when the worker gets on or off the train are avoided.
The subway train positioning monitoring system comprises an alarm unit 80, wherein the alarm unit 80 is arranged in a subway train stop area and comprises three groups of stop state indicator lamps.
The alarm unit 80 is connected with the main controller 60, receives the parking area indication signal sent by the main controller 60, and drives the parking state indicator lamp to light up. Three groups of stop state indicator lamps respectively correspond to three final stop areas: a third stop area; a second stop area and a fourth stop area; a first stop zone and a fifth stop zone. The third station stopping area indicates that the subway train stops in the normal area range; the second station parking area and the fourth station parking area indicate that the subway train stops in the critical area range; the first and fifth stop areas indicate that the subway train stops in the dangerous area range.
The master controller 60 is configured to generate a first alarm signal in response to the final stop area of the subway train being a second stop area or a fourth stop area; and generating a second alarm signal in response to the final stop area of the subway train being the first stop area or the fifth stop area.
The alarm unit 80 comprises a buzzer arranged to sound an alarm upon receiving the first alarm signal and the second alarm signal.
Preferably, within a set time range, the master controller 60 counts the number of times of generating the first alarm signal, and when the number of times exceeds a preset number threshold, sends a signal to the alarm unit 80 to inform the staff that the number of times that the subway train is in the critical parking area range is too large, and the attention and the investigation should be paid.
Preferably, the alarm unit 80 may be further connected to a control center located in the background, and send the corresponding abnormal alarm information to the operation and maintenance personnel client through the control center.
The positioning terminal device further includes a second position monitoring unit 30, a third position monitoring unit 40, and a wireless transmission unit 70.
The subway train positioning and monitoring system further comprises an automatic train control system 200 located in the control center, and the master controller 60 establishes a wireless communication link with the automatic train control system 200 through the wireless transmission unit 70.
The second position monitoring unit 30 includes a second photoelectric sensor, is disposed at an end of the subway train inbound deceleration area close to the normal driving area of the subway train, and is defined as an inbound monitoring point of the subway train as an initial position of the subway train inbound deceleration area, and is configured to detect whether there is a subway train passing through the inbound monitoring point, and send a detection result to the master controller 60.
After the subway train passes through the inbound monitoring point, the speed reduction control of the train is started.
The third position monitoring unit 40 includes N third photoelectric sensors, and the distribution sets up in the track both sides in the subway train inbound deceleration zone, divides the subway train inbound deceleration zone into a plurality of subregion, and third photoelectric sensor and subregion one-to-one, every third photoelectric sensor is used for detecting whether there is subway train to pass through its subregion that corresponds, sends the testing result to the master controller 40.
N subway train speed reduction sub-areas can be set to be in an equidistant mode and/or a non-equidistant mode, in order to achieve the effect of stable speed reduction, in some examples, the value of N can be 5-10, the larger the numerical value is, the speed reduction area is divided more finely, the speed reduction of the train can be controlled finely, the more stable the train stops, and when the subway train passes through the subway train speed reduction sub-areas, the subway train starts to perform the speed reduction operation corresponding to each sub-area until the preset speed and/or acceleration is achieved.
The automatic train control system 200 sets a corresponding acceleration for each sub-area according to an external control instruction, the master controller 60 is set to respond to a received second level signal sent by any one third photoelectric sensor, and sends sub-area information corresponding to the received second level signal to the automatic train control system 200, the automatic train control system 200 is driven to feed the acceleration corresponding to the sub-area information back to the master controller 60, and the subway train is subjected to subsection deceleration adjustment according to the fed acceleration until the speed of the subway train is reduced to 0.
The control module adopted by the main controller 60 of this embodiment is an STM32F103RGT6 chip, which is an enhanced series, has a fast data transmission speed and a large data transmission amount, and is used for packaging, integrating and sending the received detection data and the real-time picture information.
The subway train deceleration operation is explained as follows:
assuming that the subway train deceleration sub-area N is set to be 8, the train automatic control system 200 sets in advance 8 target accelerations, which correspond to the 8 deceleration sub-areas one to one, respectively.
When the subway train enters the first deceleration subarea through the subway train inbound monitoring point, the train automatic control system 200 calls the first target acceleration, generates a subway train speed control instruction, sends the subway train speed control instruction to the master controller 60, and implements first deceleration.
When the subway train enters the second deceleration subarea, the train automatic control system 200 calls a second target acceleration to generate a subway train speed control instruction, and sends the subway train speed control instruction to the master controller 60 to implement second deceleration.
The subway train sequentially passes through the subsequent deceleration sub-areas, the train automatic control system 200 sequentially calls the target acceleration corresponding to each sub-area, generates a corresponding subway train speed control instruction, sends the instruction to the master controller 60, controls the subway train to decelerate to the speed of 0, and finishes stopping.
The speed regulation control instruction adopts a regional multistage speed reduction control instruction, so that the slow speed reduction of the subway train in the station stopping process is realized, and the bumpiness of the subway train when the subway train stops at a target position is reduced.
The automatic train control system 200 can also receive the result feedback of the subway train deceleration stop, and adjust the position monitoring unit and the target acceleration, so that the speed adjustment is more optimized.
Meanwhile, the subway train positioning monitoring system can also adjust the position of the photoelectric sensor group and the corresponding acceleration of a preset sub-area according to the condition that the stop position of the subway train is ahead or behind relative to a normal stop area.
The shooting unit 50 is installed on the two sides of the rail in the subway train inbound deceleration area and used for shooting real-time image information during the deceleration process of the subway train and the completion of parking, one group and/or multiple groups of shooting units 50 can be set according to actual needs, under the condition that the multiple groups of shooting units 50 are set, one group of shooting units 50 can be set in the inbound deceleration area, the other group of shooting units 50 are set in the parking area, the camera of the shooting unit 50 can rotate by 360 degrees, and shooting at different angles can be achieved. The shooting unit 50 sends the shot real-time image information of the subway train to the master controller 60, so that an operator can check the shot monitoring picture in real time on a display screen of the control center, and the real-time image information of the subway train is stored in the memory.
Fig. 3 shows an embodiment of the setting positions of the radar velocimeter 10, the first position monitoring unit 20, the second position monitoring unit 30, the third position monitoring unit 40, and the shooting unit 50, in which the first position monitoring unit 20 divides the parking area into three parking area ranges, including: normal docking area range, critical docking area range, and dangerous docking area range.
It should be understood, however, that the subway train positioning and monitoring system of the present invention is not limited to this arrangement.
The utility model discloses a power step-down module WA3-220S05A3 converts 220V alternating voltage into 12V direct voltage, provides the required electric energy of normal work for radar speedometer, first position monitoring unit, second position monitoring unit, third position monitoring unit, wireless sensing unit.
The wireless transmission unit 70 includes a wireless data transmission module, is connected to the master controller 60, receives the subway train speed information, the subway train position information and the real-time image of the stop of the subway train sent by the master controller 60, and sends the information to the train automatic control system 200 in a wireless transmission mode.
In a specific embodiment, the utility model discloses wireless transmission unit 70 adopts the LoRa wireless transmission module that the model is WH-L101-L-C. The module can be used for packaging and forwarding the received digital information, uploading the digital information to a control center through a 4G network or a 5G network or wifi, and enabling the whole data transmission link to be more informationized, intelligent and simplified than the traditional wiring mode in a wireless transmission mode.
Detailed description of the invention
With reference to fig. 2 and 4, the present invention provides a method for controlling the inbound speed of a subway train, the method comprising:
s1: and responding to the subway train running to the inbound monitoring point, monitoring the position information and the speed information of the subway train in real time, and setting the speed of the subway train passing through the inbound monitoring point as V1.
S2: and (3) carrying out first-time speed regulation by adopting a first PID regulation formula until the speed of the subway train is reduced to a first preset speed V2:
wherein Kp1Is a first proportionality coefficient, Ti1Is a first integration time constant, Td1Is a first differential time constant, e1(t) is a first control deviation, e1(0) Is defined as (V1-V2).
In this example, Kp1A value of 18, Ti1Value of 3, Td1The value is 16.
S3: and (3) adopting a second PID (proportion integration differentiation) regulation formula to regulate the speed of the subway train for the second time until the speed of the subway train is reduced to a second preset speed V3:
wherein Kp2Is the second proportionality coefficient, Ti2Is a second integration time constant, Td2Is a second differential time constant, e2(t) is a second control deviation, e2(0) Is defined as (V2-V3).
In this embodiment, the adjustment factor, Kp, of the second adjustment2A value of 8, Ti2A value of 1.6, Td2The value is 19.
S4: adopting a third PID regulation formula to carry out third acceleration regulation and set the acceleration
The subway train receives an external control command to stabilize the acceleration at the value, and decelerates to move to 0 at the acceleration value until stopping at the target position:
wherein Kp3Is the third proportionality coefficient, Ti3Is a third integration time constant, Td3Is a third derivative time constant, g (t) is a third control deviation,
and a' actual acceleration output in the acceleration adjusting process, wherein s is the traveling distance of the subway train in the third time of speed adjustment.
The value of s may be modified according to the actual test results, and is preset to 50m in the present embodiment, i.e., the distance between the position of the subway train and the position at which the final speed of the subway train drops to 0 when the third adjustment is made, for example.
In this embodiment, the adjustment coefficient Kp of the third adjustment is3A value of 5, Ti3Value of 0.6, Td3The value is 12.
S5: and detecting and storing the stop position information and the real-time image information of the subway train to generate an omnibearing stop image of the subway train.
Based on above-mentioned method, combine fig. 1 the utility model provides a subway train positioning monitoring system, subway train positioning monitoring system is including the location terminal equipment 100 that is located the subway platform region and the train automatic control system 200 that is located control center.
The positioning terminal device 100 includes a radar velocimeter 10, a first position monitoring unit 20, a second position monitoring unit 30, a third position monitoring unit 40, a shooting unit 50, a master controller 60, and a wireless transmission unit 70.
The positioning terminal device 100 further comprises a power supply voltage reduction module WA3-220S05A3, which converts 220V alternating current voltage into 12V direct current voltage and provides electric energy required by normal operation for the radar velocimeter, the first position monitoring unit, the second position monitoring unit, the third position monitoring unit and the wireless sensing unit.
The positioning terminal device 100 is independent of the train positioning device and the power supply module special for the subway, is not affected by signals of the special positioning device and power supply faults, and provides a multi-layer guarantee for the operation safety of the subway.
A running path along the inbound direction of the subway train is divided into a subway train normal running area, a subway train inbound deceleration area and a subway train stop area which are connected in sequence.
The radar speed measuring instrument 10 is installed at a position L meters away from a subway train stop station in a subway train inbound deceleration area, and is used for detecting the speed information of the subway train when the subway train is inbound in real time and sending the detected speed information of the subway train to the master controller 60.
In the embodiment, the model of the SVR400 radar speed measurement sensor is installed at a position 200 meters away from the subway stop station in the subway train inbound direction, the speed measurement accuracy of the radar speed measurement sensor reaches +/-0.1 km/h, and the speed measurement Bamboo mold is enclosed in the range of 0-321 km/h.
The first position monitoring unit 20 includes M first photoelectric sensors, which are distributed on two sides of a track of a stop area of a subway train, and divides the stop area of the subway train into a plurality of sub-areas, each first photoelectric sensor corresponds to one of the sub-areas, and each first photoelectric sensor group is configured to detect whether a subway train stops at the corresponding sub-area, and send a detection result to the master controller 60.
The second position monitoring unit 30 comprises a second photoelectric sensor, is arranged at one end of the subway train inbound deceleration area close to the normal running area of the subway train, is W meters away from the stop of the subway train, is positioned as the initial position of the subway train inbound deceleration area, and is defined as a subway train inbound monitoring point, and the second position monitoring unit 30 is used for detecting whether the subway train passes through the inbound monitoring point or not and sending the detection result to the master controller 60. And starting speed reduction control of the subway train when the subway train passes through the inbound monitoring point where the second photoelectric sensor is located, taking the speed as the initial speed of the inbound speed control method, and setting the W value according to actual operation requirements.
The third position monitoring unit 40 includes N third photoelectric sensors, which are disposed on two sides of a track of the subway train inbound deceleration area in a distributed manner, and divides the subway train inbound deceleration area into a plurality of sub-areas, each third photoelectric sensor corresponds to one of the sub-areas, and each third photoelectric sensor is configured to detect whether a subway train passes through the corresponding sub-area, and send a detection result to the master controller 60. And according to the length of the distance of the inbound deceleration area, the value of N is different, and the length of the sub-area is different. For example: if the distance is shorter, N can set up to 1 group, if the distance is longer, N can set up to 2 ~ 3 groups. In each deceleration subarea, the train automatic control system 200 performs subsection deceleration on the subway train by adopting a subway train inbound speed control method.
When a subway train passes through the photoelectric sensors, the photosensitivity of the photosensitive elements is triggered, so that the electric signals generated by the photoelectric sensors are different from the electric signals generated when the train does not pass through, and the photoelectric sensors are used for acquiring position information of the subway train during running and stopping. The power of the ohmic-dragon E3Z-T61 type correlation type photoelectric switch adopted by the photoelectric sensor in the embodiment is enough to support the track width of a subway train.
The subway train stop area is divided into a first stop area, a second stop area, a third stop area, a fourth stop area and a fifth stop area which are connected in sequence along the subway train advancing direction. Preferably, the first, second, fourth and fifth stop zones are of equal length.
The M first photoelectric sensors of the first position monitoring unit 20 are divided into six groups, and are arranged at the intersection points of the first station parking area, the second station parking area, the third station parking area, the fourth station parking area and the fifth station parking area in a one-to-one correspondence manner, and each first photoelectric sensor is used for detecting whether a subway train passes through the corresponding position of the corresponding photoelectric sensor, and sending the detection result to the master controller 60.
In the implementation, in consideration of the requirement of the positioning accuracy of the subway train, setting M to 6 specifically as follows:
the first group of photoelectric sensors is arranged at the starting position of the subway stop area, the position serves as the start of the first stop area, the second group of photoelectric sensors is arranged at the end position of the first stop area spaced by 5cm, and then the third group of photoelectric sensors is arranged at the end position of the second stop area spaced by 5 cm.
And a fourth group of photoelectric sensors are arranged at the end position of the third station stopping area, a fifth group of photoelectric sensors are arranged at the end position of the fourth station stopping area with the interval of 5cm, and a sixth group of photoelectric sensors are arranged at the end position of the fifth station stopping area with the interval of 5cm and serve as the end position of the subway station stopping area.
If the sixth group of photoelectric sensors can detect that a subway train passes through the position of the subway train, the subway train in the current shift is proved to be greatly beyond the normal position where the subway train should be parked, and a worker can be informed to immediately start processing, for example, the opening of doors of the subway train is paused, the vehicle body is adjusted back, and accidents and the like caused by serious dislocation of doors of the subway train and a shielding door when the worker gets on or off the train are avoided.
In the foregoing example, the first, second, fourth, and fifth station areas are 5cm in length.
The accuracy of position monitoring of the subway train when the station is stopped is ensured by intensive installation.
The master controller 60 determines the stopping position of the foremost end of the subway train in combination with the detection results of the six sets of sensors of the first position monitoring unit 20, and transmits the determination result to the train automatic control system 200.
The subway train station parking area is divided into a normal parking area range, a critical parking area range and a dangerous parking area range:
(1) and defining the third stop area as a normal stop area range, setting the error range of the stop position of the foremost end of the subway train and the position of the center of the third stop area as a first preset range [ -x, x ], and representing the error range by green in the omnibearing stop image of the subway train.
(2) And defining the second station stopping area and/or the fourth station stopping area as a critical station stopping area range, setting the error range of the stopping position of the foremost end of the subway train and the position of the center of the third station stopping area as a second preset range [ -y, y ], and representing the error range by yellow in the omnibearing station stopping image of the subway train.
(3) And defining the first station stopping area and/or the fifth station stopping area as a dangerous station stopping area range, setting the error range of the stopping position of the foremost end of the subway train and the position of the center of the third station stopping area as a third preset range [ -z, z ], and representing the error range by red in the omnibearing station stopping image of the subway train.
Wherein x < y < z, and the smaller the numerical value is, the more accurate the subway train stops.
As in the foregoing example, the first preset range is set to ± 5cm, which indicates that the stop position of the front end of the subway train is within the normal stop area range, the second preset range is set to ± 10cm, which indicates that the stop position of the front end of the subway train is within the critical stop area range, the first preset range is set to ± 15cm, which indicates that the stop position of the front end of the subway train is within the dangerous stop area range, and the subway door and the screen door may be in a serious dislocation phenomenon.
The stop position of the foremost end of the subway train is located in the third station stop area and indicates that the subway train stops in the normal stop area, the stop position of the foremost end of the subway train is located in the second station stop area and/or the fourth station stop area and indicates that the subway train stops in the critical stop area, and the stop position of the foremost end of the subway train is located in the first station stop area and/or the fourth station stop area and indicates that the subway train stops in the dangerous stop area.
In actual use, the size of the preset range can be adjusted according to the length of the subway train.
In other examples, the master controller 60 can determine the stopping position of the foremost end and the stopping position of the rearmost end of the subway train, that is, the position of the entire body of the subway train, according to the blocking and connecting states of the photoelectric sensors in different sub-areas, in combination with the common detection results of the sensors of the first position monitoring unit 20 and the third position monitoring unit 40.
The master controller 60 establishes a wireless communication link with the automatic train control system 200 located in the control center through the wireless transmission unit 70, and sends the received subway train speed information and subway train position information to the automatic train control system 200, the automatic train control system 200 generates a speed adjusting control instruction by adopting the subway train inbound speed control method, and sends the generated speed adjusting control instruction to the master controller 60, and the master controller 60 adjusts the speed of the subway train according to the speed adjusting control instruction until the speed of the subway train is reduced to 0, so that the stop is completed.
The specific process is described as follows:
when the second position monitoring unit 30 monitors that the subway train passes the inbound monitoring point, the radar velocimeter 10 sends the current speed information V1 of the subway train to the master controller 60, and sends the current speed information V1 of the subway train to the train automatic control system 200 via the wireless transmission unit 70.
Setting a first preset vehicle speed V2 as a first adjusted target vehicle speed, calculating by the train automatic control system 200 by combining vehicle speed information and position information, sending a vehicle speed control instruction to the master controller 60, receiving real-time train position and vehicle speed feedback information, continuously adjusting the vehicle speed control instruction to be sent to the master controller 60, and finally adjusting the vehicle speed of the subway train to the first preset vehicle speed V2.
When the actual speed of the subway train is reduced to V2, a second preset speed V3 is set as a second adjusted target speed, the automatic train control system 200 performs calculation by combining the speed information and the position information, sends a speed control instruction to the master controller 60, receives the real-time train position and speed feedback information, continuously adjusts the speed control instruction and sends the speed control instruction to the master controller 60, and finally adjusts the speed of the subway train to the second preset speed V3.
When the actual speed of the subway train is reduced to V3, the acceleration of the train is set to
And when the subway train is accelerated as the target of the third adjustment, the subway train is decelerated to the speed of 0 at a constant speed by the acceleration, the automatic train control system 200 performs calculation by combining the speed information and the position information, sends an acceleration control instruction to the master controller 60, receives the real-time train position and speed feedback information, continuously adjusts the acceleration control instruction to be sent to the master controller 60, finally controls the subway train to decelerate to the speed of 0 at a constant speed, and finishes the stop.
According to the process that the speed of the subway train entering is gradually reduced to 0, the initial speed V1> the first preset speed V2> the second preset speed V3.
The speed regulation process is carried out in a subsection mode in the subway train inbound speed reduction sub-area, the speed regulation control instruction adopts a three-stage control instruction, the slow speed reduction in the subway train stop process is achieved, and the reduction of the jolt feeling of the subway train when the subway train stops at the target position is facilitated.
The control module adopted by the main controller 60 of this embodiment is an STM32F103RGT6 chip, which is an enhanced series, has a fast data transmission speed and a large data transmission amount, and is used for packaging, integrating and sending the received detection data and the real-time picture information.
The wireless transmission unit 70 includes a wireless data transmission module, is connected to the master controller 60, receives the subway train speed information, the subway train position information and the real-time image of the stop of the subway train sent by the master controller 60, and sends the information to the train automatic control system 200 in a wireless transmission mode.
In a specific embodiment, the utility model discloses wireless transmission unit 70 adopts the LoRa wireless transmission module that the model is WH-L101-L-C. The module can be used for packaging and forwarding the received digital information, uploading the digital information to a control center through a 4G network or a 5G network or wifi, and enabling the whole data transmission link to be more informationized, intelligent and simplified than the traditional wiring mode in a wireless transmission mode.
The shooting unit 50 is installed on the two sides of the rail in the subway train inbound deceleration area and used for shooting real-time image information during the deceleration process of the subway train and the completion of parking, one group and/or multiple groups of shooting units 50 can be set according to actual needs, under the condition that the multiple groups of shooting units 50 are set, one group of shooting units 50 can be set in the inbound deceleration area, the other group of shooting units 50 are set in the parking area, the camera of the shooting unit 50 can rotate by 360 degrees, and shooting at different angles can be achieved. The shooting unit 50 sends the shot real-time image information of the subway train to the master controller 60, and an operator can check the shot monitoring picture on a display screen of the control center in real time.
The subway train positioning and monitoring system further comprises a data application system 300 located in the control center, wherein the data application system 300 establishes a wireless communication link with the master controller 60 through the wireless transmission unit 70, and is used for receiving subway train speed information, subway train position information and subway train real-time image information sent by the master controller 60, generating an omnibearing stop image of the subway train, storing the generated omnibearing stop image into the memory and displaying the omnibearing stop image through the display screen.
The real-time monitoring picture that shooting unit 50 sent can be to the inbound and/or the condition of berthing of subway train and monitor in real time, but under the general condition, is more weak at underground light, and has the shake, and the picture quality is not good to the real-time monitoring picture can not reflect the subway train position of berthing very accurately, consequently the utility model discloses in, data application system 300 can generate the all-round image of berthing of subway train, including real-time image information, the actual error simulation image of berthing position for the regional central point of third berthing of subway train stop moment.
In the simulation image, three parking area ranges of the subway train actually parked in the subway train parking area can be displayed: normal docking area range, critical docking area range, and dangerous docking area range.
(1) The subway train stops in the normal stop area range and is represented by green.
(2) The subway train stops in the critical stop area range and is represented by yellow.
(3) The subway train stops in the dangerous stop area range and is represented by red.
Data application system 300 is through the all-round image of stopping the station to subway train save, can combine actual operation to photoelectric sensor's position setting, speed of a motor vehicle accommodation process through a large amount of data analysis and optimize the adjustment, make the utility model discloses the inbound speed of a motor vehicle control who mentions is more accurate.
For example, if the operator finds that the stopping position of the foremost end of the subway train is in the second station parking area and/or the first station parking area for many times, it indicates that the subway train actually stops in the critical stopping position range and/or the dangerous position range, and the parking space is located at the optimal stopping position with a certain distance, and belongs to the deceleration area too long or the speed of the train is reduced too fast, which results in the subway train having a few distances of travel path, and thus the subway train cannot stop at the safe position in the third station parking area.
Similarly, if the operator finds that the stopping position of the foremost end of the subway train is in the fourth station parking area and/or the fifth station parking area for multiple times, the fact that the subway train actually stops in the critical parking position range and/or the dangerous position range is shown, and the parking space is arranged at the optimal parking position and exceeds a certain distance, the optimal parking position belongs to a deceleration area which is too short or the speed of the subway train is reduced too slowly, so that the subway train has multiple traveling paths for multiple distances, and therefore the optimal parking position exceeds a certain distance of the safety position of the third station parking area.
Therefore, the arrangement of the photoelectric sensor and the preset vehicle speed can be optimized through the analysis of the long-term accumulated omnibearing stop images of the subway train, and more accurate stop and more stable speed reduction are realized.
Fig. 3 shows an embodiment of the arrangement positions of the radar velocimeter 10, the first position monitoring unit 20, the second position monitoring unit 30, the third position monitoring unit 40, and the shooting unit 50, wherein the first position monitoring unit 20 divides the parking area into normal, critical, and dangerous parking area ranges.
It should be understood, however, that the subway train positioning and monitoring system of the present invention is not limited to this arrangement.
The subway train positioning and monitoring system further comprises an alarm unit, wherein the alarm unit is arranged in the control center and is connected with the automatic train control system 200.
After the subway train finally finishes the stop operation, the master controller 60 judges the stop position of the foremost end of the subway train:
1) if the stop position of the foremost end of the subway train is in the second stop area and/or the fourth stop area, which indicates that the subway train is in the critical stop area range, the master controller 60 generates a first alarm signal.
2) If the stop position of the foremost end of the subway train is in the first stop area and/or the fifth stop area, which indicates that the subway train is in the dangerous stop area range, the master controller 60 generates a second alarm signal.
The master controller 60 sends the first alarm signal and the second alarm signal to the alarm units, and the control center responds as follows:
1) and if the frequency of the generated first alarm signal exceeds the threshold value, the alarm unit is driven to send out a corresponding sound-light alarm, and dispatchers are informed in the forms of short messages, micro messages and the like.
2) And the control center immediately drives the alarm unit to send out corresponding sound and light alarm and informs the dispatching personnel and the subway train operating personnel in the forms of short message and WeChat according to the second alarm signal.
The utility model discloses when arriving at a station and berthhing to subway train, because subway train speed of a motor vehicle slows down not gently and proposes multistage subway train inbound speed of a motor vehicle regulatory control, realize that subway train steadily berths to accurate berthing position to real-time supervision subway train berths the state.
Although the present invention has been described with reference to the preferred embodiments, it is not intended to limit the present invention. The present invention is intended to cover by those skilled in the art various modifications and adaptations of the invention without departing from the spirit and scope of the invention. Therefore, the protection scope of the present invention is subject to the claims.
Claims (7)
1. A subway train positioning and monitoring system is characterized by comprising positioning terminal equipment located in a subway platform area;
the positioning terminal equipment comprises a radar velocimeter, a first position monitoring unit, a main controller and five indicator lamps;
a running path along the inbound direction of the subway train is divided into a subway train normal running area, a subway train inbound deceleration area and a subway train stop area which are connected in sequence;
the radar speed measuring instrument is arranged at a position L meters away from a subway train stop station in a subway train inbound deceleration area, is used for detecting the speed information of the subway train when the subway train is inbound in real time, and sends the detected speed information of the subway train to the master controller;
the M first photoelectric sensors of the first position monitoring unit are divided into six sensor groups, the six sensor groups are distributed and arranged in a subway train stop area, the subway train stop area is divided into a first stop area, a second stop area, a third stop area, a fourth stop area and a fifth stop area which are sequentially connected along the subway train advancing direction, the six sensor groups are provided with numbers, the numbers of the six sensor groups are sequentially 1-6 along the subway train advancing direction, and the sensor groups with the numbers of 1-5 correspond to the five stop areas one by one;
each sensor group is set to respond to the situation that a subway train passes through the position of the sensor group, and sends a first level signal to the main controller, wherein the values of the first level signal sent by each sensor group are different and gradually increase according to the sequence of the numbers from small to large;
the main controller receives first level signals sent by one or more sensor groups, and a station stopping area to which the sensor group corresponding to the received first level signal with the largest value belongs is used as a final station stopping area according to an external control instruction;
the main controller is connected with the five indicator lamps respectively, and the indicator lamps correspond to the parking areas one to one and are used for indicating the final parking areas of the subway train.
2. A subway train positioning monitoring system as claimed in claim 1, wherein said subway train positioning monitoring system includes an alarm unit;
the alarm unit is installed in subway train area of stopping a station, including three group stop state indicator lamps, the alarm unit links to each other with the master controller, and three groups stop state indicator lamps correspond to three kinds of final areas of stopping a station respectively: a third stop area; a second stop area and a fourth stop area; a first stop zone and a fifth stop zone.
3. A subway train positioning monitoring system according to claim 2, wherein said master controller is configured to generate a first alarm signal in response to a subway train final stop area being a second stop area or a fourth stop area;
the master controller is configured to generate a second alarm signal in response to the final stop area of the subway train being the first stop area or the fifth stop area,
the alarm unit includes a buzzer;
the master controller is configured to drive the buzzer to sound an alarm in response to the first alarm signal or the second alarm signal.
4. A subway train positioning monitoring system as claimed in claim 1, wherein said positioning terminal equipment further includes a second position monitoring unit, a third position monitoring unit, a wireless transmission unit;
the subway train positioning and monitoring system also comprises a train automatic control system positioned in the control center, and the master controller establishes a wireless communication link with the train automatic control system positioned in the control center through a wireless transmission unit;
the second position monitoring unit comprises a second photoelectric sensor, is arranged at one end of the subway train inbound deceleration area close to the normal running area of the subway train, is used as the starting position of the subway train inbound deceleration area and is defined as an inbound subway train monitoring point, and is used for detecting whether the subway train passes through the inbound subway train monitoring point or not and sending the detection result to the master controller;
the third position monitoring unit comprises N third photoelectric sensors which are distributed on two sides of a track of the subway train inbound deceleration area, the subway train inbound deceleration area is divided into a plurality of sub-areas, the third photoelectric sensors correspond to the sub-areas one by one, each third photoelectric sensor is used for detecting whether a subway train passes through the corresponding sub-area, and a detection result is sent to the master controller;
the automatic train control system sets corresponding acceleration for each sub-area according to an external control instruction, the master controller is set to respond to a second level signal sent by any one third photoelectric sensor, the sub-area information corresponding to the received second level signal is sent to the automatic train control system, the automatic train control system is driven to feed the acceleration corresponding to the sub-area information back to the master controller, and the subway train is subjected to subsection deceleration adjustment according to the fed acceleration until the speed of the subway train is reduced to 0.
5. The subway train positioning and monitoring system as claimed in claim 1, further comprising a shooting unit, wherein the shooting unit is arranged in the inbound deceleration area of the subway train, and is used for shooting real-time image information during deceleration process and/or stop of the subway train, and sending the shot real-time image information to the master controller;
and the master controller sends the real-time image information to a control center memory through a wireless transmission unit.
6. A subway train positioning and monitoring system as claimed in claim 1, further comprising a power voltage reduction module for converting 220V ac voltage into 12V dc voltage to provide electric energy for normal operation of said radar velocimeter, said first position monitoring unit, said second position monitoring unit, said third position monitoring unit and said wireless sensing unit.
7. A subway train positioning monitoring system as claimed in claim 1, wherein said first, second, fourth and fifth stop areas are of equal length.
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| CN201921340602.6U CN210760809U (en) | 2019-08-16 | 2019-08-16 | Subway train positioning monitoring system |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110562303A (en) * | 2019-08-16 | 2019-12-13 | 南京铁道职业技术学院 | Subway train inbound speed control method and positioning monitoring system |
| CN112441088A (en) * | 2020-10-19 | 2021-03-05 | 福州轨道交通电气科技有限公司 | Urban rail train positioning system and method based on LORA message |
| CN112925311A (en) * | 2021-01-22 | 2021-06-08 | 北京智能车联产业创新中心有限公司 | Parking accuracy detection device and method |
| CN113075629A (en) * | 2021-03-25 | 2021-07-06 | 广州勘帝德电子科技有限公司 | Microwave radar false alarm reduction method, system, equipment and storage medium |
| CN115432029A (en) * | 2022-09-22 | 2022-12-06 | 中车成都机车车辆有限公司 | Train anti-collision control method, device, equipment and readable storage medium |
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2019
- 2019-08-16 CN CN201921340602.6U patent/CN210760809U/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110562303A (en) * | 2019-08-16 | 2019-12-13 | 南京铁道职业技术学院 | Subway train inbound speed control method and positioning monitoring system |
| CN110562303B (en) * | 2019-08-16 | 2024-07-02 | 南京铁道职业技术学院 | Subway train inbound speed control method and positioning monitoring system |
| CN112441088A (en) * | 2020-10-19 | 2021-03-05 | 福州轨道交通电气科技有限公司 | Urban rail train positioning system and method based on LORA message |
| CN112925311A (en) * | 2021-01-22 | 2021-06-08 | 北京智能车联产业创新中心有限公司 | Parking accuracy detection device and method |
| CN113075629A (en) * | 2021-03-25 | 2021-07-06 | 广州勘帝德电子科技有限公司 | Microwave radar false alarm reduction method, system, equipment and storage medium |
| CN113075629B (en) * | 2021-03-25 | 2024-03-15 | 广州勘帝德电子科技有限公司 | Microwave radar false alarm reduction method, system, equipment and storage medium |
| CN115432029A (en) * | 2022-09-22 | 2022-12-06 | 中车成都机车车辆有限公司 | Train anti-collision control method, device, equipment and readable storage medium |
| CN115432029B (en) * | 2022-09-22 | 2023-09-19 | 中车成都机车车辆有限公司 | Train anti-collision control method, device, equipment and readable storage medium |
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