US20230025174A1 - Train door opening determination method and on-board controller - Google Patents

Train door opening determination method and on-board controller Download PDF

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Publication number
US20230025174A1
US20230025174A1 US17/777,888 US202017777888A US2023025174A1 US 20230025174 A1 US20230025174 A1 US 20230025174A1 US 202017777888 A US202017777888 A US 202017777888A US 2023025174 A1 US2023025174 A1 US 2023025174A1
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Prior art keywords
train
stop threshold
cumulative
doors
stop
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Pending
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US17/777,888
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English (en)
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Chujun Chen
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • B61L15/0058—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the present disclosure relates to the field of rail transit, and more specifically, to a train door opening determination method and an on-board controller.
  • the present disclosure is intended to resolve at least one of the technical problems existing in the related art.
  • the present disclosure provides a train door opening determination method and an on-board controller.
  • both a stop threshold and a cumulative ranging error are used as determination criteria, to avoid a relatively large deviation between an actual stop position and a theoretical stop position due to loss of a pull-in transponder, and prevent train doors from being opened at an inappropriate position to cause safety accidents.
  • the present disclosure provides a train door opening determination method, including: obtaining a stop threshold; obtaining a cumulative ranging error; and instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.
  • both the stop threshold and the cumulative ranging error are used as determination criteria, so that the train doors are prevented from being opened at an inappropriate position to cause safety accidents.
  • the present disclosure provides an on-board controller, including: an obtaining module, configured to obtain a stop threshold and a cumulative ranging error; and an instruction module, configured to instruct, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.
  • the on-board controller provided in this embodiment of the present disclosure determines opening or closing of the train doors, so that the train doors are prevented from being opened at an inappropriate position to cause safety accidents.
  • an embodiment of the present disclosure provides a controller, including a memory, a processor, a receiver, a transmitter, and a computer program stored in the memory and executable on the processor.
  • the processor when executing the computer program, implements the train door opening determination method described in this embodiment of the first aspect of the present disclosure.
  • the present disclosure provides a computer-readable storage medium storing a computer program.
  • the computer program when executed by a processor, implements the train door opening determination method described in this embodiment of the first aspect of the present disclosure.
  • FIG. 1 is a flowchart of a train door opening determination method according to an embodiment of the present disclosure
  • FIG. 2 is a flowchart of a train door opening determination method according to another embodiment of the present disclosure
  • FIG. 3 is a schematic diagram of an on-board controller according to an embodiment of the present disclosure.
  • FIG. 4 is a schematic diagram of a controller according to an embodiment of the present disclosure.
  • a train door opening determination method and an on-board controller according to the embodiments of the present disclosure are described in detail below with reference to FIG. 1 to FIG. 4 .
  • FIG. 1 shows a train door opening determination method according to an embodiment of the present disclosure.
  • the train door opening determination method includes the following steps:
  • the stop threshold needs to be obtained first to determine opening of train doors.
  • the train When the train is operated to stop, the train arrives at a stop position according to a train control parameter.
  • This stop position is referred to as a theoretical stop position.
  • a stop position that is most precise such a stop position is referred to as a precise stop position.
  • the theoretical stop position at which the train stops is hardly consistent with the precise stop position at which the train stops, that is, there is a specific error between the two positions.
  • the stop threshold needs to be obtained to determine whether a distance between the theoretical stop position and the precise stop position of the train allows the train to open the train doors without affecting the safety of the train and passengers.
  • the stop threshold is a value range. It may be considered that the train accurately stops in theory when the train stops within the stop threshold. Therefore, the stop threshold may be obtained to indicate whether the train accurately stops in theory.
  • the cumulative ranging error needs to be obtained after the stop threshold is obtained.
  • the stop threshold is obtained.
  • the stop threshold may be used for indicating whether the train accurately stops in theory. Generally, there is a small deviation between an actual stop position and a theoretical stop position if the train accurately stops in theory according to the train control parameter. However, when a fault occurs, for example, a pull-in transponder is lost, there may be a relatively large deviation between the actual stop position and the theoretical stop position of the train.
  • the cumulative ranging error may be obtained to represent such a deviation.
  • the cumulative ranging error is less than a preset value, it indicates that the deviation between the actual stop position and the theoretical stop position of the train is small, and there is no fault similar to the loss of the pull-in transponder.
  • the cumulative ranging error is greater than or equal to the preset value, it indicates that the deviation between the actual stop position and the theoretical stop position of the train is large, and there is a fault similar to the loss of the pull-in transponder.
  • the train may be instructed to open or not to the train doors according to the stop threshold and the cumulative ranging error.
  • the train may be instructed to open the train doors. If the train accurately stops within the stop threshold and the cumulative ranging error is greater than or equal to the preset value, the train is forbidden from opening the train doors. If the train accurately stops beyond the stop threshold, the train is forbidden from opening the train doors.
  • both a stop threshold and a cumulative ranging error are used as determination criteria, so that a relatively large deviation between an actual stop position and a theoretical stop position of the train due to loss of a pull-in transponder is avoided, and train doors are prevented from being opened at an inappropriate position to cause safety accidents.
  • step S 102 namely, the obtaining a cumulative ranging error further includes the following steps:
  • the cumulative driving distance is a driving distance between a stop position of the train and a last transponder passed by the train before the train stops.
  • the cumulative ranging error is generated during driving of the train. A longer driving distance of the train indicates a larger cumulative ranging error.
  • a cumulative driving distance in a normal case is a distance between the pull-in transponder and the stop position of the train.
  • the cumulative ranging error is relatively small due to a quite short distance between the pull-in transponder and the stop position of the train.
  • a position of the transponder in an electronic map is accurate, and position information stored in the transponder is obtained after the train passes the transponder, so that an accurate position at which the train passes the transponder is obtained. Since a train position is calibrated after the train passes the transponder, there is no cumulative ranging error.
  • the cumulative ranging error is calculated based on the cumulative driving distance, and is generally estimated by taking 2% of the cumulative driving distance. Therefore, a longer cumulative driving distance indicates a larger cumulative ranging error.
  • the stop threshold includes a first stop threshold
  • step S 103 namely, the instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors includes the following steps:
  • the preset value is 50 cm.
  • the preset value is an empirical value and is usually half a width of half a train door.
  • the train when the train accurately stops within the first stop threshold, it indicates that the train accurately stops at a theoretical stop position.
  • the theoretical stop position of the train may be approximately considered as the actual stop position of the train, and the safety of the train and passengers is not affected.
  • the cumulative ranging error further needs to be determined to avoid a large deviation between the theoretical stop position and the actual stop position of the train due to a fault of the pull-in transponder.
  • the train When the train accurately stops within the first stop threshold and the cumulative ranging error is less than the preset value, it indicates that the train accurately stops at the actual stop position. In this case, the train is allowed to automatically open the train doors without control of a console or a dispatcher.
  • the train When the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, it indicates that the train does not accurately stop at the actual stop position. In this case, the train is forbidden from automatically opening the train doors.
  • the train does not accurately stop within the first stop threshold, it indicates that the train does not accurately stop even at the theoretical stop position. In this case, the train is forbidden from automatically opening the train doors.
  • the stop threshold further includes a second stop threshold
  • step S 103 namely, the instructing, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors further includes the following steps: when the train accurately stops within the second stop threshold and the cumulative ranging error is less than the preset value, outputting a door allow signal to allow the train to open the train doors; when the train accurately stops within the second stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbidding the train from opening the train doors; and when the train does not accurately stop within the second stop threshold, forbidding the train from opening the train doors.
  • the second stop threshold is greater than the first stop threshold, which indicates that the second stop threshold has a lower stop accuracy. Therefore, if the train accurately stops within the first stop threshold, it indicates that the train accurately stops within the second stop threshold, but if the train accurately stops within the second stop threshold, it does not necessarily indicate that the train accurately stops within the first stop threshold.
  • the door allow signal may be outputted to allow the train to open the train doors.
  • the train doors cannot be automatically opened and need to be opened under the control of the console or the dispatcher.
  • the train When the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, it indicates that the train does not accurately stop at the actual stop position. In this case, the train is forbidden from opening the train doors.
  • the train does not accurately stop within the first stop threshold, it indicates that the train does not accurately stop even at the theoretical stop position. In this case, the train is forbidden from opening the train doors.
  • both the first stop threshold and the second stop threshold can instruct the train to open the train doors.
  • the first stop threshold is less than the second stop threshold, that is, the first stop threshold has a higher train stop accuracy. Therefore, the first stop threshold can be used for instructing the train to automatically open the train doors, but the second stop threshold cannot be used for instructing the train to automatically open the train doors.
  • the second stop threshold can instruct the train to output the door allow signal to allow the train doors to be opened, but the train doors need to be manually opened, for example, to be opened under an instruction of the console or the dispatcher.
  • the first stop threshold ranges from plus to minus 30 cm
  • the second stop threshold ranges from plus to minus 50 cm.
  • FIG. 3 shows an on-board controller 100 according to an embodiment of the present disclosure.
  • the on-board controller 100 includes an obtaining module 10 and an instruction module 20 .
  • the obtaining module 10 is configured to obtain a stop threshold and a cumulative ranging error.
  • the stop threshold includes a first stop threshold and a second stop threshold.
  • the instruction module 20 is configured to instruct, according to the stop threshold and the cumulative ranging error, a train to open or not to open train doors.
  • the obtaining module 10 obtains the first stop threshold, the second stop threshold, and the cumulative ranging error.
  • the first stop threshold and the second stop threshold are value ranges. It may be considered that the train accurately stops in theory when the train stops within the first stop threshold or the second stop threshold.
  • the first stop threshold is less than the second stop threshold, which indicates that the train accurately stops within the second stop threshold if the train accurately stops within the first stop threshold, that is, the first stop threshold has a higher stop accuracy than that of the second stop threshold.
  • the first stop threshold ranges from plus to minus 30 cm
  • the second stop threshold ranges from plus to minus 50 cm.
  • the cumulative ranging error may be obtained to determine whether the train accurately stops at the actual stop position.
  • the cumulative ranging error is less than a preset value, it indicates that the deviation between the actual stop position and the theoretical stop position of the train is small, and there is no fault similar to the loss of the pull-in transponder.
  • the cumulative ranging error is greater than or equal to the preset value, it indicates that the deviation between the actual stop position and the theoretical stop position of the train is large, and there is a fault similar to the loss of the pull-in transponder.
  • the instruction module 20 is further configured to: when the train accurately stops within the first stop threshold and the cumulative ranging error is less than a preset value, instruct the train to automatically open the train doors; when the train accurately stops within the first stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbid the train from automatically opening the train doors; and when the train does not accurately stop within the first stop threshold, forbid the train from automatically opening the train doors.
  • the train when the train accurately stops within the first stop threshold, it indicates that the train accurately stops at a theoretical stop position.
  • the theoretical stop position of the train may be approximately considered as the actual stop position of the train, and the safety of the train and passengers is not affected.
  • the cumulative ranging error further needs to be determined to avoid a large deviation between the theoretical stop position and the actual stop position of the train due to a fault of the pull-in transponder.
  • the instruction module 20 instructs the train to automatically open the train doors without control of a console or a dispatcher.
  • the instruction module 20 forbids the train from automatically opening the train doors.
  • the instruction module 20 forbids the train from automatically opening the train doors.
  • the instruction module 20 is further configured to: when the train accurately stops within the second stop threshold and the cumulative ranging error is less than the preset value, output a door allow signal to allow the train to open the train doors; when the train accurately stops within the second stop threshold and the cumulative ranging error is greater than or equal to the preset value, forbid the train from opening the train doors; and when the train does not accurately stop within the second stop threshold, forbid the train from opening the train doors.
  • the second stop threshold is greater than the first stop threshold, which indicates that the second stop threshold has a lower stop accuracy. Therefore, if the train accurately stops within the first stop threshold, it indicates that the train accurately stops within the second stop threshold, but if the train accurately stops within the second stop threshold, it does not necessarily indicate that the train accurately stops within the first stop threshold.
  • the instruction module 20 When the train accurately stops within the first stop threshold and the cumulative ranging error is less than the preset value, it indicates that the train accurately stops at the actual stop position. In this case, the instruction module 20 outputs the door allow signal to allow the train to open the train doors. Although the train is allowed to open the train doors, the train doors cannot be automatically opened and need to be opened under the control of the console or the dispatcher.
  • the instruction module 20 forbids the train from opening the train doors.
  • the instruction module 20 forbids the train from opening the train doors.
  • a controller 200 including a receiver 11 , a memory 12 , a processor 13 , a transmitter 14 , and a computer program stored in the memory 12 and executable on the processor 13 .
  • the processor 13 when executing the computer program, implements steps of the train door opening determination method described in the foregoing embodiments.
  • a computer-readable storage medium 300 stores a computer program.
  • the computer program when executed by a processor, implements steps of the train door opening determination method described in the foregoing embodiments.
  • the computer program may be stored in a non-volatile computer-readable storage medium.
  • the procedures of the foregoing method embodiments may be implemented.
  • Any reference to a memory, a storage, a database, or another medium used in the embodiments provided in the present disclosure may include a non-volatile and/or volatile memory.
  • the non-volatile memory may include a read-only memory (ROM), a programmable ROM (PROM), an electrically programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), a flash memory, or the like.
  • the volatile memory may include a RAM or an external cache.
  • the RAM is available in a number of forms, such as a static RAM (SRAM), a dynamic RAM (DRAM), a synchronous DRAM (SDRAM), a double data rate SDRAM (DDR SDRAM), an enhanced SDRAM (ESDRAM), a synchronous link (Synchlink) DRAM (SLDRAM), a RAM bus (Rambus) direct RAM (RDRAM), a direct Rambus dynamic RAM (DRDRAM), and a Rambus dynamic RAM (RDRAM).
  • SRAM static RAM
  • DRAM dynamic RAM
  • SDRAM synchronous DRAM
  • DDR SDRAM double data rate SDRAM
  • ESDRAM enhanced SDRAM
  • SLDRAM synchronous link
  • RAM bus Rabus direct RAM
  • DRDRAM direct Rambus dynamic RAM
  • RDRAM Rambus dynamic RAM
US17/777,888 2019-11-29 2020-11-27 Train door opening determination method and on-board controller Pending US20230025174A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CN201911203490.4 2019-11-29
CN201911203490.4A CN112874579A (zh) 2019-11-29 2019-11-29 列车开门判定方法和车载控制器
PCT/CN2020/132184 WO2021104439A1 (zh) 2019-11-29 2020-11-27 列车开门判定方法和车载控制器

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CN (1) CN112874579A (zh)
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CN201566655U (zh) * 2009-11-23 2010-09-01 北京大成通号轨道交通设备有限公司 一种列车停车位置检测系统
CN102167064A (zh) * 2011-04-08 2011-08-31 南京工程学院 Rfid辅助的地铁列车位置检测及精确停车系统
CN102229345A (zh) * 2011-05-16 2011-11-02 铁道部运输局 基于无线通信的新型ctcs-3级列控系统车载设备
WO2014199491A1 (ja) * 2013-06-13 2014-12-18 株式会社日立製作所 鉄道車両のドア制御システム
KR101598953B1 (ko) * 2014-04-17 2016-03-14 동아대학교 산학협력단 노선버스 정차 및 출입문 개폐 안전 제어 시스템 및 방법
JP6801995B2 (ja) * 2016-07-26 2020-12-16 株式会社日立製作所 列車定位置停止制御装置およびそれを搭載した鉄道車両
CN106672025B (zh) * 2017-01-18 2019-01-15 湖南中车时代通信信号有限公司 一种基于动态调整的列车定位检测方法和系统
CN110356435B (zh) * 2019-06-12 2021-01-22 北京全路通信信号研究设计院集团有限公司 一种基于电子信标的列车自动驾驶系统
CN110304113B (zh) * 2019-07-08 2021-06-11 上海电气泰雷兹交通自动化系统有限公司 一种自动调整列车自动驾驶停车精度的方法
CN110466535B (zh) * 2019-08-30 2021-01-22 中车株洲电力机车研究所有限公司 一种智轨列车车门与站台安全门联动的系统和方法

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WO2021104439A1 (zh) 2021-06-03
BR112022009651A2 (pt) 2022-08-16

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