WO2020098049A1 - 一种轨道交通车辆辅助对标驻车系统及方法 - Google Patents

一种轨道交通车辆辅助对标驻车系统及方法 Download PDF

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Publication number
WO2020098049A1
WO2020098049A1 PCT/CN2018/121550 CN2018121550W WO2020098049A1 WO 2020098049 A1 WO2020098049 A1 WO 2020098049A1 CN 2018121550 W CN2018121550 W CN 2018121550W WO 2020098049 A1 WO2020098049 A1 WO 2020098049A1
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WIPO (PCT)
Prior art keywords
parking
rail transit
transit vehicle
vehicle
speed
Prior art date
Application number
PCT/CN2018/121550
Other languages
English (en)
French (fr)
Inventor
周安德
马丽丽
陈建桦
李西宁
李庭芳
Original Assignee
中车株洲电力机车有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 中车株洲电力机车有限公司 filed Critical 中车株洲电力机车有限公司
Priority to EP18940095.5A priority Critical patent/EP3854658A4/en
Publication of WO2020098049A1 publication Critical patent/WO2020098049A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/16—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle
    • B60T7/18—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle operated by wayside apparatus
    • B61L15/0062—
    • 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 invention relates to the field of rail transit, and in particular to an auxiliary benchmark parking system and method for rail transit vehicles.
  • the operating speed of rail transit vehicles continues to increase.
  • the rail transit vehicles are parked at the designated location on the platform smoothly and accurately, for example, a certain car of the rail transit vehicle is docked at the designated location, or a door is docked at the designated location, or The rear of the car stops at the designated location.
  • the manual driving mode requires manual operation of rail transit vehicles.
  • the operation of the rail transit vehicle relies on sensory judgment, and it is difficult to accurately stop at the designated location on the platform.
  • the driver needs to determine whether the parking position is appropriate in real time, thereby increasing the driver's driving burden. If the process of rail transit vehicle parking makes the driver mentally exhausted, it will reduce the safety of the vehicle operation.
  • the purpose of the present invention is to provide an assisted parking system and method for rail transit vehicles, so that the preset parking position of the rail transit vehicle can be accurately parked at the position indicated by the parking mark, and the driving burden of the driver is reduced, and the improvement is improved.
  • the safety of vehicle operation is to provide an assisted parking system and method for rail transit vehicles, so that the preset parking position of the rail transit vehicle can be accurately parked at the position indicated by the parking mark, and the driving burden of the driver is reduced, and the improvement is improved.
  • the present invention provides a railroad vehicle auxiliary benchmarking parking system, including:
  • Speed collection device for collecting the running speed of rail transit vehicles in real time
  • a calculation trigger device for generating a parking position calculation signal when the driver's cab of the rail transit vehicle reaches the position indicated by the parking mark provided beside the track;
  • Vehicle controllers respectively connected to the speed acquisition device, the calculation trigger device and the parking prompt device are used to calculate the track in real time according to the running speed after receiving the parking position calculation signal
  • the parking prompt device sends a parking prompt message to prompt the driver to perform a parking operation, so that the rail transit vehicle parks at the parking distance.
  • the speed collection device includes:
  • One by one are non-power axle speed sensors installed on the non-powered bogies of the rail transit vehicles for collecting the speed information of the rail transit vehicles in real time;
  • the vehicle controller is specifically used to obtain the first average speed value of the speed information sent by each non-power shaft speed sensor in real time after receiving the parking position calculation signal, and to average the first The speed value is taken as the running speed of the rail transit vehicle.
  • the speed collection device further includes:
  • a power shaft speed sensor that is provided on the power bogie of the rail transit vehicle for collecting the speed information of the rail transit vehicle in real time;
  • the vehicle controller is also used to obtain a second average of the speed information sent by each of the power shaft speed sensors in real time after receiving the parking position calculation signal if all non-power shaft speed sensors fail Speed value, and use the second average speed value as the running speed of the rail transit vehicle.
  • the parking prompt device includes an external display
  • the vehicle controller is specifically configured to control the external display to display the parking prompt information when the rail transit vehicle reaches the parking position according to the parking distance; wherein, the parking prompt information indicates that Said the rail transit vehicle reached the parking position.
  • the parking prompt device further includes an alarm
  • the vehicle controller is further configured to control the alarm to issue an alarm when the rail transit vehicle reaches the parking position according to the parking distance.
  • the calculation trigger device is specifically a hard button or a hard switch or a soft button displayed on the external display;
  • the calculation triggering device is specifically used to generate a parking position calculation signal after receiving the triggering instruction; wherein, the receiving time point of the triggering instruction is the parking identification position provided by the driver's cab of the rail transit vehicle arriving at the track The point in time of the indicated position.
  • the calculation trigger device is specifically a hard button or a hard switch
  • a hard-wired two-wire connection is used between the vehicle controller and the calculation trigger device
  • the vehicle controller is specifically used to collect the parking position calculation signal by using a hard wire connection with the calculation trigger device.
  • the number of preset parking positions of the rail transit vehicle is N, where N is an integer greater than 1;
  • the vehicle controller includes:
  • the parking distance calculation module is configured to calculate, in real time, according to the running speed, the rail transit vehicle stops at the N preset parking positions to the parking identification position after receiving the parking position calculation signal N parking distances corresponding to the conditions of the indicated position next to each other;
  • the parking prompt module is configured to control the parking prompt device to issue the preset parking when the rail transit vehicle reaches the parking position corresponding to the preset parking position according to the parking distance corresponding to a preset parking position Position-specific parking prompt information, so that the driver can perform a parking operation when receiving the specific parking prompt information of the target parking position, so that the rail transit vehicle parks at the parking distance corresponding to the target parking position;
  • the target parking position is a parking position selected from the N predetermined parking positions.
  • the vehicle controller is also used to determine in real time whether the running speed is greater than a preset speed threshold, if not, then perform subsequent calculation operations after receiving the parking position calculation signal; if yes, then receive The parking position calculation signal is not processed.
  • the present invention also provides a method for assisting benchmarking parking of rail transit vehicles, which is applied to any of the above assisting benchmarking parking systems for rail transit vehicles, including:
  • the speed collecting device collects the running speed of the rail transit vehicle in real time
  • the calculation triggering device generates a parking position calculation signal when the driver's cab of the rail transit vehicle reaches the position indicated by the parking mark set beside the track;
  • the vehicle controller After receiving the parking position calculation signal, calculates in real time the conditions required for the rail transit vehicle to stop at the preset parking position to the position indicated by the parking identifier according to the running speed Parking distance; and when the rail transit vehicle reaches the parking position according to the parking distance, the parking prompt device is controlled to issue a parking prompt message to prompt the driver to perform a parking operation to make the rail transit vehicle Park at the stated parking distance.
  • the invention provides an auxiliary benchmarking parking system for a rail transit vehicle, which includes: a parking prompt device; a speed collection device for collecting the running speed of the rail transit vehicle in real time;
  • the calculation trigger device that generates the parking position calculation signal when the position indicated by the set parking identifier; the vehicle controller connected to the speed acquisition device, calculation trigger device, and parking prompt device, respectively, is used to receive the parking position
  • the parking prompt device is controlled to issue a parking prompt message to prompt the driver to perform the parking operation, so that the rail transit vehicle is parked according to the parking distance.
  • This application sets a parking sign beside the track to indicate the designated location of the platform.
  • the calculation trigger device sends a parking position calculation signal to the vehicle controller. Knowing the distance between the preset parking position and the driver's cab, the vehicle controller can determine the parking position of the rail transit vehicle according to the vehicle operating speed collected by the speed collection device under the condition that the predetermined parking position is stopped to the designated position of the platform.
  • the vehicle controller controls the parking prompt device to issue a parking prompt message to prompt the driver to perform the parking operation.
  • the rail transit vehicle will park according to the parking distance, so that the rail transit vehicle
  • the preset docking position accurately stops at the designated position on the platform.
  • this application does not require the driver to judge whether the parking position is appropriate, thereby reducing the driving burden of the driver and improving the safety of the vehicle operation.
  • the invention also provides an auxiliary benchmark parking method for rail transit vehicles, which has the same beneficial effects as the above-mentioned auxiliary benchmark parking system.
  • FIG. 1 is a schematic structural diagram of an auxiliary benchmark parking system for rail transit vehicles provided by the present invention
  • FIG. 2 is a schematic structural diagram of another rail-assisted benchmarking parking system provided by the present invention.
  • FIG. 3 is an analysis principle diagram of an auxiliary benchmark parking of a rail transit vehicle provided by the present invention.
  • FIG. 4 is a flowchart of a method for assisting benchmark parking of rail transit vehicles provided by the present invention.
  • the core of the present invention is to provide a railroad vehicle auxiliary benchmark parking system and method, so that the preset parking position of the rail transit vehicle is accurately parked at the position indicated by the parking mark, and the driving burden of the driver is reduced and the The safety of vehicle operation.
  • FIG. 1 is a schematic structural diagram of a parking assist system for rail transit vehicles provided by the present invention.
  • the rail vehicle auxiliary benchmark parking system includes:
  • Speed collecting device 2 for collecting the running speed of rail transit vehicles in real time
  • the vehicle controller 4 connected to the speed acquisition device 2, the calculation trigger device 3 and the parking prompt device 1, respectively, is used to calculate the real-time calculation of the rail transit vehicle at its preset parking position according to the running speed after receiving the parking position calculation signal
  • the railroad vehicle auxiliary benchmark parking system of the present application includes a parking prompt device 1, a speed acquisition device 2, a calculation trigger device 3, and a vehicle controller 4, and the parking principle is:
  • a parking mark is set in advance next to the track where the rail transit vehicle is traveling.
  • the position indicated by the parking mark represents the preset parking position on the rail transit vehicle (such as a car, a door, and the tail of the rail transit vehicle, etc.
  • the position of the car body is ready to stop.
  • the speed collecting device 2 collects the running speed of the rail transit vehicle in real time (referred to as the vehicle running speed for short), and sends the vehicle running speed to the vehicle controller 4 in real time.
  • the calculation trigger device 3 When the driver's cab of the rail transit vehicle (located at the front of the rail transit vehicle) reaches the position indicated by the parking mark set next to the track, the calculation trigger device 3 generates a parking position calculation signal and sends the parking position calculation signal to Vehicle controller 4.
  • the vehicle controller 4 After receiving the parking position calculation signal, the vehicle controller 4 calculates the travel distance of the rail transit vehicle relative to the position indicated by the parking mark in real time according to the vehicle running speed , That is, the real-time distance between the driver's cab of the rail transit vehicle and the position indicated by the parking sign (indicated by L1).
  • the vehicle controller 4 Since the vehicle controller 4 knows the distance between the driver's cab of the rail transit vehicle and the preset parking position in advance (indicated by L), in order to ensure that the preset parking position of the rail transit vehicle stops at the position indicated by the parking sign, After receiving the parking position calculation signal, the vehicle controller 4 also calculates the distance that the rail transit vehicle can travel after parking, that is, the parking distance (denoted by L2), according to the running speed of the vehicle.
  • the vehicle controller 4 uses the distance L-L2 as the target travel distance of the rail transit vehicle relative to the position indicated by the parking sign.
  • the traveling distance L1 of the rail transit vehicle relative to the position indicated by the parking mark reaches the target traveling distance, it is determined that the rail transit vehicle reaches the parking position corresponding to the preset parking position.
  • the vehicle controller 4 controls the parking prompt device 1 to issue a parking prompt message to remind the driver in the driver's cabin that the rail transit vehicle has reached the parking position corresponding to the preset parking position, and then the parking can guarantee the preset parking position Stop exactly to the position indicated by the parking sign.
  • the driver can trigger the brake triggering device of the rail transit vehicle according to the parking prompt information (the brake triggering device here can be a brake handle or a brake lever or a brake valve).
  • the brake trigger device generates a brake trigger signal when it is triggered, and sends the brake trigger signal to the brake controller (a hard-wired two-wire connection between the brake controller and the brake trigger device should be used to achieve redundancy Backup).
  • the brake controller controls the rail transit vehicles to park safely and smoothly according to the parking distance L2 (obtained from the vehicle controller 4) (as shown in Figure 2), so as to ensure that the preset parking position accurately stops To the position indicated by the parking sign.
  • FIG. 3 is a schematic diagram of an analysis of assisted parking of a rail transit vehicle provided by the present invention.
  • the first door A is taken as the preset parking position of the rail transit vehicle in advance. If the distance between the first door A and the driver's cab of the rail transit vehicle is L, the travel distance of the rail transit vehicle relative to the position indicated by the parking sign is L1, and the parking distance is L2.
  • the parking position calculation is triggered.
  • L1 L-L2 (schematic diagram of the rail transit vehicle shown in the middle of FIG. 3)
  • the rail transit vehicle reaches the parking position, and the driver operates the rail transit vehicle to park.
  • the first door A of the rail transit vehicle just stops at the position indicated by the parking mark (schematic diagram of the rail transit vehicle shown below in FIG. 3).
  • the first through passage B or the second door C can also be used as the preset parking position of the rail transit vehicle.
  • the invention provides an auxiliary benchmarking parking system for a rail transit vehicle, which includes: a parking prompt device; a speed collection device for collecting the running speed of the rail transit vehicle in real time;
  • the calculation trigger device that generates the parking position calculation signal when the position indicated by the set parking identifier; the vehicle controller connected to the speed acquisition device, calculation trigger device, and parking prompt device, respectively, is used to receive the parking position
  • the parking prompt device is controlled to issue a parking prompt message to prompt the driver to perform the parking operation, so that the rail transit vehicle is parked according to the parking distance.
  • This application sets a parking sign beside the track to indicate the designated location of the platform.
  • the calculation trigger device sends a parking position calculation signal to the vehicle controller. Knowing the distance between the preset parking position and the driver's cab, the vehicle controller can determine the parking position of the rail transit vehicle according to the vehicle operating speed collected by the speed collection device under the condition that the predetermined parking position is stopped to the designated position of the platform.
  • the vehicle controller controls the parking prompt device to issue a parking prompt message to prompt the driver to perform the parking operation.
  • the rail transit vehicle will park according to the parking distance, so that the rail transit vehicle
  • the preset docking position accurately stops at the designated position on the platform.
  • this application does not require the driver to judge whether the parking position is appropriate, thereby reducing the driving burden of the driver and improving the safety of the vehicle operation.
  • the speed collecting device 2 includes:
  • non-powered bogies of rail transit vehicles One by one on the non-powered bogies of rail transit vehicles, non-power axle speed sensors used to collect speed information of rail transit vehicles in real time;
  • the vehicle controller 4 is specifically used to obtain the first average speed value of the speed information sent by each non-power shaft speed sensor in real time after receiving the parking position calculation signal, and use the first average speed value as the rail transit vehicle ’s Running speed.
  • the present application installs a speed sensor (referred to as a non-power shaft speed sensor) on each non-powered bogie of a rail transit vehicle (a bogie without a motor installed).
  • a speed sensor referred to as a non-power shaft speed sensor
  • Each non-power shaft speed sensor collects the speed information of the rail transit vehicle in real time (the speed information here represents the running speed of the vehicle), and sends the speed information to the vehicle controller 4 in real time.
  • the speed collection device 2 further includes:
  • One by one is set on the power bogie of the rail transit vehicle, the power shaft speed sensor used to collect the speed information of the rail transit vehicle in real time;
  • the vehicle controller 4 is also used to obtain the second average speed value of the speed information sent by each power shaft speed sensor in real time after receiving the parking position calculation signal if all non-power shaft speed sensors fail
  • the second average speed value is used as the running speed of the rail transit vehicle.
  • the present application installs a speed sensor (referred to as a power shaft speed sensor) on each power bogie (motor-mounted bogie) of a rail transit vehicle.
  • a speed sensor referred to as a power shaft speed sensor
  • Each power shaft speed sensor collects the speed information of the rail transit vehicle in real time and sends the speed information to the vehicle controller 4 in real time.
  • the present application preferentially uses the speed information sent by the non-power shaft speed sensor (more accurate than the power shaft speed sensor). When all the non-power shaft speed sensors fail, the speed information sent by the power shaft speed sensor is used.
  • the parking prompt device 1 includes an external display
  • the vehicle controller 4 is specifically used for determining that the rail transit vehicle arrives at the parking position according to the parking distance, and controls the external display to display the parking prompt information; wherein, the parking prompt information indicates that the rail transit vehicle reaches the parking position.
  • the parking prompt device 1 of the present application may use an external display (set at a location convenient for the driver to view), and the external display displays the parking prompt information corresponding to the preset parking position (pictures and / or text prompts may be used), It plays the role of prompting the driver to carry out parking operations.
  • the vehicle controller 4 can also send the running information of rail transit vehicles (such as parking distance, parking time, etc.) to an external display for display by the driver.
  • the parking prompt device 1 further includes an alarm
  • the vehicle controller 4 is also used to control the alarm to issue an alarm when the rail transit vehicle reaches the parking position according to the parking distance.
  • the parking prompt device 1 of the present application further includes an alarm, such as an audible and visual alarm.
  • the vehicle controller 4 determines that the rail transit vehicle reaches the parking position corresponding to the preset parking position according to the parking distance, and controls the alarm to issue an alarm, so that the driver can also be prompted to perform the parking operation without checking the external display, so as Missed parking operation time.
  • the calculation trigger device 3 is specifically a hard button or a hard switch or a soft button displayed on an external display;
  • the calculation triggering device 3 is specifically used to generate a parking position calculation signal after receiving the triggering instruction; wherein, the receiving time point of the triggering instruction is the time when the driver's cab of the rail transit vehicle reaches the position indicated by the parking mark set beside the track point.
  • the calculation trigger device 3 of the present application may use a trigger device such as a hard button or a hard switch or a soft button displayed on an external display (provided at a position convenient for the driver to operate).
  • a trigger device such as a hard button or a hard switch or a soft button displayed on an external display (provided at a position convenient for the driver to operate).
  • the driver triggers the calculation trigger device 3, that is, sends a trigger instruction to the calculation trigger device 3.
  • the calculation trigger device 3 generates a parking position calculation signal after receiving the trigger instruction, so that the vehicle controller 4 performs the parking position calculation.
  • the calculation trigger device 3 has other implementation forms.
  • the calculation trigger device 3 includes:
  • a detection trigger device for generating a detection trigger signal after receiving a parking demand instruction
  • An autonomous detection device which is located outside the driver's side of a rail transit vehicle and is connected to a detection trigger device, is used to enter a detection state after receiving a detection trigger signal, and generates a parking position calculation signal when a parking sign set beside the track is detected .
  • the driver when the driver's cab of the rail transit vehicle does not reach the position indicated by the parking sign, if there is a parking demand, the driver triggers the detection trigger device, so that the autonomous detection device autonomously detects the driver of the rail transit vehicle Whether the cabin reaches the position indicated by the parking sign, so as to prevent the driver from constantly observing whether the cab of the rail transit vehicle reaches the position indicated by the parking sign, which further reduces the driver's driving burden.
  • the vehicle controller 4 and the calculation trigger device 3 are connected in a hard-wired two-wire manner;
  • the vehicle controller 4 is specifically used to collect the parking position calculation signal by using a hard wire connection with the calculation trigger device 3.
  • the vehicle controller 4 and the calculation trigger device 3 are connected in a hard-wired manner, then the vehicle controller 4 uses the hard-wired connection between the two to collect The vehicle position calculation signal is relatively stable. Moreover, two hard-wired connections are used between the vehicle controller 4 and the calculation trigger device 3. When one of the hard-wires fails, the other hard-wired (in a normal state) ensures signal transmission between the two To achieve redundant backup.
  • the number of preset parking positions of the rail transit vehicle is N, where N is an integer greater than 1;
  • the vehicle controller 4 includes:
  • the parking distance calculation module is used to calculate, in real time, the conditions under which the rail transit vehicle stops at the N preset parking positions to the position indicated by the parking identifier according to the running speed after receiving the parking position calculation signal. N parking distances;
  • the parking prompt module is used to determine that when the rail transit vehicle reaches the parking position corresponding to the preset parking position according to the parking distance corresponding to a preset parking position, the parking prompt device 1 is controlled to issue the exclusive parking position Parking prompt information, so that the driver can perform parking operation when receiving the parking prompt information specific to the target parking position, so that the rail transit vehicle parks at the parking distance corresponding to the target parking position; where the target parking position is from N One of the preset docking positions.
  • the present application can set multiple parking positions for the rail transit vehicle in advance: the first parking position, the second parking position ... the Nth parking position.
  • the parking principle of parking to the position indicated by the parking mark can refer to the introduction of the above parking principle.
  • the vehicle controller 4 After receiving the parking position calculation signal, the vehicle controller 4 respectively calculates the parking distance corresponding to the condition that the rail transit vehicle stops at each parking position to the position indicated by the parking mark in real time according to the running speed. In addition, the vehicle controller 4 also determines whether the rail transit vehicle has reached the parking position corresponding to each parking position according to the parking distance corresponding to each parking position. When the rail transit vehicle reaches the parking position corresponding to any parking position, the parking prompt device 1 is controlled to issue a parking prompt message specific to the parking position.
  • the parking prompt information corresponding to different parking positions is different.
  • the parking prompt device 1 selects a sound alarm.
  • the vehicle controller 4 controls the sound The alarm emits different parking sounds, which is convenient for drivers to distinguish.
  • the vehicle controller 4 controls the audible alarm to emit a "beep" parking sound; when the rail transit vehicle reaches the parking position corresponding to the second parking position At the time of position, the vehicle controller 4 controls the audible alarm to emit two "didi" parking sounds.
  • the driver selects a parking position (called a target parking position) from a plurality of parking positions.
  • a parking position called a target parking position
  • the driver receives the parking prompt information specific to the target parking position, he can perform the parking operation, and then the rail transit vehicle presses The parking distance corresponding to the target parking position is parked to ensure that the target parking position is parked to the position indicated by the parking mark.
  • the vehicle controller 4 is also used to determine whether the running speed is greater than the preset speed threshold in real time. If not, the subsequent calculation operation is performed after receiving the parking position calculation signal; if it is, then the The parking position calculation signal is not processed.
  • the present application sets a speed threshold (such as 35km / h) in advance, and believes that when the vehicle running speed is greater than the set speed threshold, the rail transit vehicle has no parking demand. Therefore, the vehicle controller 4 judges in real time whether the running speed of the vehicle is greater than the set speed threshold. If so, it means that the rail transit vehicle has no parking demand.
  • a speed threshold such as 35km / h
  • the vehicle controller 4 Even if the vehicle controller 4 receives the parking position calculation signal in this case, it is considered to be The driver misuses the calculation triggering device 3, and does not perform the subsequent steps of calculating the N parking distances corresponding to the next one-to-one correspondence of the condition that the rail transit vehicle stops at the N preset parking positions to the position indicated by the parking mark in real time according to the running speed ; If not, after receiving the parking position calculation signal, the normal execution is followed by the real-time calculation of the condition that the rail transit vehicle stops at the N preset parking positions to the position indicated by the parking mark according to the running speed. N steps of parking distance.
  • the vehicle controller 4 of the present application can also obtain the total running distance of the rail transit vehicle from the driver's cab to the position indicated by the parking sign until the rail transit vehicle stops operating.
  • the driver can adjust the position of the rail transit vehicle according to the display content of the external display.
  • the vehicle controller 4 can calculate the current total running distance in real time and output the current total running distance in real time. To the external display, to provide a reference for the driver to adjust the position of the rail transit vehicle, thereby reducing the error of the two as much as possible, and improving the stopping accuracy of the rail transit vehicle.
  • FIG. 4 is a flowchart of a method for assisting benchmark parking of a rail transit vehicle provided by the present invention.
  • the method for assisting benchmarking parking of rail transit vehicles which is applied to the assisting benchmarking parking system for rail transit vehicles described in any of the above embodiments, includes:
  • Step S1 The speed collecting device collects the running speed of the rail transit vehicle in real time, and the calculation trigger device generates a parking position calculation signal when the driver's cab of the rail transit vehicle reaches the position indicated by the parking mark set beside the track.
  • Step S2 After receiving the parking position calculation signal, the vehicle controller calculates in real time the parking distance required for the rail transit vehicle to stop at its preset parking position to the position indicated by the parking identifier according to the running speed.
  • Step S3 When the vehicle controller determines that the rail transit vehicle reaches the parking position according to the parking distance, it controls the parking prompt device to issue a parking prompt message to prompt the driver to perform the parking operation, so that the rail transit vehicle is parked at the parking distance.

Abstract

一种轨道交通车辆辅助对标驻车系统及方法，驻车系统包括：驻车提示装置（1）；用于实时采集轨道交通车辆的运行速度的速度采集装置（2）；用于在轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号的计算触发装置（3）；车辆控制器（4），用于在接收到驻车位置计算信号后，根据运行速度实时计算轨道交通车辆在其预设停靠位置停靠至驻车标识所指示的位置的条件下所需的驻车距离；并根据驻车距离确定轨道交通车辆到达驻车位置时，控制驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，使轨道交通车辆按驻车距离驻车。其使轨道交通车辆的预设停靠位置准确停靠在驻车标识所指示的位置，且减轻了司机的驾驶负担，提高了车辆运行的安全性。

Description

一种轨道交通车辆辅助对标驻车系统及方法
本申请要求于2018年11月15日提交至中国专利局、申请号为201811359425.6、发明名称为“一种轨道交通车辆辅助对标驻车系统及方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道交通领域，特别是涉及一种轨道交通车辆辅助对标驻车系统及方法。
背景技术
随着轨道交通行业的快速发展，轨道交通车辆的运营速度不断提升。目前，在轨道交通车辆的实际运行中，通常要求轨道交通车辆平稳且准确地停靠在站台指定位置，例如将轨道交通车辆的某节车厢停靠在指定位置，或某个车门停靠在指定位置，或车尾停靠在指定位置等。
现有技术中，轨道交通车辆有两种运行驾驶模式：自动驾驶模式和手动驾驶模式。由于自动驾驶模式的成本较高，所以通常采用手动驾驶模式。手动驾驶模式要求人工操作轨道交通车辆运行。对于轨道交通车辆的司机而言，操作轨道交通车辆依靠的是感官判断，很难准确停靠在站台指定位置。而且，在轨道交通车辆停靠的过程中，司机需实时判断驻车位置是否合适，从而增加了司机的驾驶负担。若轨道交通车辆停靠的过程使司机精神疲惫，则会降低车辆运行的安全性。
因此，如何提供一种解决上述技术问题的方案是本领域的技术人员目前需要解决的问题。
发明内容
本发明的目的是提供一种轨道交通车辆辅助对标驻车系统及方法，使轨道交通车辆的预设停靠位置准确停靠在驻车标识所指示的位置，且减轻了司机的驾驶负担，提高了车辆运行的安全性。
为解决上述技术问题，本发明提供了一种轨道交通车辆辅助对标驻车 系统，包括：
驻车提示装置；
用于实时采集轨道交通车辆的运行速度的速度采集装置；
用于在所述轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号的计算触发装置；
分别与所述速度采集装置、所述计算触发装置及所述驻车提示装置连接的车辆控制器，用于在接收到所述驻车位置计算信号后，根据所述运行速度实时计算所述轨道交通车辆在其预设停靠位置停靠至所述驻车标识所指示的位置的条件下所需的驻车距离；并根据所述驻车距离确定所述轨道交通车辆到达驻车位置时，控制所述驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，使所述轨道交通车辆按所述驻车距离驻车。
优选地，所述速度采集装置包括：
一一设于所述轨道交通车辆的非动力转向架上，用于实时采集所述轨道交通车辆的速度信息的非动力轴速度传感器；
则所述车辆控制器具体用于在接收到所述驻车位置计算信号后，实时求取各所述非动力轴速度传感器发送的速度信息的第一平均速度值，并将所述第一平均速度值作为所述轨道交通车辆的运行速度。
优选地，所述速度采集装置还包括：
一一设于所述轨道交通车辆的动力转向架上，用于实时采集所述轨道交通车辆的速度信息的动力轴速度传感器；
则所述车辆控制器还用于若所有非动力轴速度传感器都失效，则在接收到所述驻车位置计算信号后，实时求取各所述动力轴速度传感器发送的速度信息的第二平均速度值，并将所述第二平均速度值作为所述轨道交通车辆的运行速度。
优选地，所述驻车提示装置包括外部显示器；
则所述车辆控制器具体用于根据所述驻车距离确定所述轨道交通车辆到达驻车位置时，控制所述外部显示器显示所述驻车提示信息；其中，所述驻车提示信息表示所述轨道交通车辆到达驻车位置。
优选地，所述驻车提示装置还包括报警器；
则所述车辆控制器还用于根据所述驻车距离确定所述轨道交通车辆到达驻车位置时，控制所述报警器发出警报。
优选地，所述计算触发装置具体为硬按钮或硬开关或所述外部显示器显示的软按钮；
则所述计算触发装置具体用于在接收到触发指令后生成驻车位置计算信号；其中，所述触发指令的接收时间点为所述轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置的时间点。
优选地，当所述计算触发装置具体为硬按钮或硬开关时，所述车辆控制器与所述计算触发装置之间采用硬接线方式双线连接；
则所述车辆控制器具体用于利用与所述计算触发装置之间的硬连线采集所述驻车位置计算信号。
优选地，所述轨道交通车辆的预设停靠位置的个数为N个，其中，N为大于1的整数；
则所述车辆控制器包括：
驻车距离计算模块，用于在接收到所述驻车位置计算信号后，分别根据所述运行速度实时计算所述轨道交通车辆在N个所述预设停靠位置停靠至所述驻车标识所指示的位置的条件下一一对应的N个驻车距离；
驻车提示模块，用于根据某一预设停靠位置对应的驻车距离确定所述轨道交通车辆到达该预设停靠位置对应的驻车位置时，控制所述驻车提示装置发出该预设停靠位置专属的驻车提示信息，以使司机在接收到目标停靠位置专属的驻车提示信息时进行驻车操作，使轨道交通车辆按所述目标停靠位置对应的驻车距离驻车；其中，所述目标停靠位置为从N个所述预设停靠位置中选择的一个停靠位置。
优选地，所述车辆控制器还用于实时判断所述运行速度是否大于预设速度阈值，若否，则在接收到所述驻车位置计算信号后执行后续计算操作；若是，则在接收到所述驻车位置计算信号后不做处理。
为解决上述技术问题，本发明还提供了一种轨道交通车辆辅助对标驻车方法，应用于上述任一种轨道交通车辆辅助对标驻车系统，包括：
速度采集装置实时采集所述轨道交通车辆的运行速度；
计算触发装置在所述轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号；
车辆控制器在接收到所述驻车位置计算信号后，根据所述运行速度实时计算所述轨道交通车辆在其预设停靠位置停靠至所述驻车标识所指示的位置的条件下所需的驻车距离；并根据所述驻车距离确定所述轨道交通车辆到达驻车位置时，控制所述驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，使所述轨道交通车辆按所述驻车距离驻车。
本发明提供了一种轨道交通车辆辅助对标驻车系统，包括：驻车提示装置；用于实时采集轨道交通车辆的运行速度的速度采集装置；用于在轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号的计算触发装置；分别与速度采集装置、计算触发装置及驻车提示装置连接的车辆控制器，用于在接收到驻车位置计算信号后，根据运行速度实时计算轨道交通车辆在其预设停靠位置停靠至驻车标识所指示的位置的条件下所需的驻车距离；并根据驻车距离确定轨道交通车辆到达驻车位置时，控制驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，使轨道交通车辆按驻车距离驻车。
本申请在轨道旁设置一个驻车标识表示站台指定位置。当轨道交通车辆的司机室到达站台指定位置时，计算触发装置发送驻车位置计算信号至车辆控制器。车辆控制器已知预设停靠位置与司机室的距离，便可在保证预设停靠位置停靠至站台指定位置的条件下，根据速度采集装置采集的车辆运行速度确定轨道交通车辆的驻车位置。当轨道交通车辆到达驻车位置时，车辆控制器便控制驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，轨道交通车辆会按驻车距离驻车，从而使轨道交通车辆的预设停靠位置准确停靠在站台指定位置。而且，本申请无需司机判断驻车位置是否合适，从而减轻了司机的驾驶负担，提高了车辆运行的安全性。
本发明还提供了一种轨道交通车辆辅助对标驻车方法，与上述辅助对标驻车系统具有相同的有益效果。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对现有技术和实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明提供的一种轨道交通车辆辅助对标驻车系统的结构示意图；
图2为本发明提供的另一种轨道交通车辆辅助对标驻车系统的结构示意图；
图3为本发明提供的一种轨道交通车辆辅助对标驻车的分析原理图；
图4为本发明提供的一种轨道交通车辆辅助对标驻车方法的流程图。
具体实施方式
本发明的核心是提供一种轨道交通车辆辅助对标驻车系统及方法，使轨道交通车辆的预设停靠位置准确停靠在驻车标识所指示的位置，且减轻了司机的驾驶负担，提高了车辆运行的安全性。
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
请参照图1，图1为本发明提供的一种轨道交通车辆辅助对标驻车系统的结构示意图。
该轨道交通车辆辅助对标驻车系统，包括：
驻车提示装置1；
用于实时采集轨道交通车辆的运行速度的速度采集装置2；
用于在轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号的计算触发装置3；
分别与速度采集装置2、计算触发装置3及驻车提示装置1连接的车辆控 制器4，用于在接收到驻车位置计算信号后，根据运行速度实时计算轨道交通车辆在其预设停靠位置停靠至驻车标识所指示的位置的条件下所需的驻车距离；并根据驻车距离确定轨道交通车辆到达驻车位置时，控制驻车提示装置1发出驻车提示信息，以提示司机进行驻车操作，使轨道交通车辆按驻车距离驻车。
需要说明的是，本申请的预设是提前设置好的，只需要设置一次，除非根据实际情况需要修改，否则不需要重新设置。
具体地，本申请的轨道交通车辆辅助对标驻车系统包括驻车提示装置1、速度采集装置2、计算触发装置3及车辆控制器4，其驻车原理为：
本申请提前在轨道交通车辆所行驶的轨道旁设置驻车标识，驻车标识所指示的位置表示轨道交通车辆上预设停靠位置(如轨道交通车辆的某节车厢、某个车门、车尾等车体位置)准备停靠的位置。
在轨道交通车辆行驶过程中，速度采集装置2实时采集轨道交通车辆的运行速度(简称车辆运行速度)，并将车辆运行速度实时发送至车辆控制器4。当轨道交通车辆的司机室(位于轨道交通车辆的车头)到达轨道旁设置的驻车标识所指示的位置时，计算触发装置3会生成驻车位置计算信号，并将驻车位置计算信号发送至车辆控制器4。
车辆控制器4在接收到驻车位置计算信号后，会根据车辆运行速度实时计算轨道交通车辆相对于驻车标识所指示的位置的前行距离(车辆运行速度对时间的积分等于车辆行驶距离)，即轨道交通车辆的司机室与驻车标识所指示的位置之间的实时距离(用L1表示)。
由于车辆控制器4提前已知轨道交通车辆的司机室与预设停靠位置之间的距离(用L表示)，所以为了保证轨道交通车辆的预设停靠位置停靠至驻车标识所指示的位置，车辆控制器4在接收到驻车位置计算信号后，还会根据车辆运行速度计算轨道交通车辆在驻车后可前行的距离，即驻车距离(用L2表示)。
可见，当轨道交通车辆相对于驻车标识所指示的位置的前行距离＝轨道交通车辆的司机室与预设停靠位置之间的距离-轨道交通车辆在驻车后可前行的距离，即L1＝L-L2时，轨道交通车辆到达预设停靠位置对应的驻车 位置。若轨道交通车辆在此时驻车，可保证轨道交通车辆的预设停靠位置准确停靠至驻车标识所指示的位置。
因此，车辆控制器4将L-L2的距离作为轨道交通车辆相对于驻车标识所指示的位置的目标前行距离。当轨道交通车辆相对于驻车标识所指示的位置的前行距离L1到达目标前行距离时，确定轨道交通车辆到达预设停靠位置对应的驻车位置。此时车辆控制器4便控制驻车提示装置1发出驻车提示信息，以提示司机室内的司机：轨道交通车辆到达预设停靠位置对应的驻车位置，此时驻车可保证预设停靠位置准确停靠至驻车标识所指示的位置。
司机便可根据驻车提示信息触发轨道交通车辆的制动触发装置(这里的制动触发装置可以为制动手柄或制动杆或制动阀)。制动触发装置在被触发时生成制动触发信号，并将制动触发信号发送至制动控制器(制动控制器与制动触发装置之间宜采用硬接线方式双线连接，实现冗余备份)。制动控制器在接收到制动触发信号后，根据驻车距离L2(从车辆控制器4获取)控制轨道交通车辆安全平稳驻车(如图2所示)，从而保证预设停靠位置准确停靠至驻车标识所指示的位置。
比如，请参照图3，图3为本发明提供的一种轨道交通车辆辅助对标驻车的分析原理图。将第一车门A提前作为轨道交通车辆的预设停靠位置。设第一车门A与轨道交通车辆的司机室之间的距离为L、轨道交通车辆相对于驻车标识所指示的位置的前行距离为L1、驻车距离为L2，则当司机室到达驻车标识所指示的位置时(图3上方所示轨道交通车辆的示意图)，触发驻车位置计算。当L1＝L-L2时(图3中间所示轨道交通车辆的示意图)，轨道交通车辆到达驻车位置，司机操作轨道交通车辆驻车。轨道交通车辆的第一车门A刚好停在驻车标识所指示的位置(图3下方所示轨道交通车辆的示意图)。同理也可以将第一贯通道B或第二车门C作为轨道交通车辆的预设停靠位置。
本发明提供了一种轨道交通车辆辅助对标驻车系统，包括：驻车提示装置；用于实时采集轨道交通车辆的运行速度的速度采集装置；用于在轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号的计算触发装置；分别与速度采集装置、计算触发装置及 驻车提示装置连接的车辆控制器，用于在接收到驻车位置计算信号后，根据运行速度实时计算轨道交通车辆在其预设停靠位置停靠至驻车标识所指示的位置的条件下所需的驻车距离；并根据驻车距离确定轨道交通车辆到达驻车位置时，控制驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，使轨道交通车辆按驻车距离驻车。
本申请在轨道旁设置一个驻车标识表示站台指定位置。当轨道交通车辆的司机室到达站台指定位置时，计算触发装置发送驻车位置计算信号至车辆控制器。车辆控制器已知预设停靠位置与司机室的距离，便可在保证预设停靠位置停靠至站台指定位置的条件下，根据速度采集装置采集的车辆运行速度确定轨道交通车辆的驻车位置。当轨道交通车辆到达驻车位置时，车辆控制器便控制驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，轨道交通车辆会按驻车距离驻车，从而使轨道交通车辆的预设停靠位置准确停靠在站台指定位置。而且，本申请无需司机判断驻车位置是否合适，从而减轻了司机的驾驶负担，提高了车辆运行的安全性。
在上述实施例的基础上：
作为一种优选地实施例，速度采集装置2包括：
一一设于轨道交通车辆的非动力转向架上，用于实时采集轨道交通车辆的速度信息的非动力轴速度传感器；
则车辆控制器4具体用于在接收到驻车位置计算信号后，实时求取各非动力轴速度传感器发送的速度信息的第一平均速度值，并将第一平均速度值作为轨道交通车辆的运行速度。
具体地，本申请在轨道交通车辆的每个非动力转向架(未安装电机的转向架)上均安装速度传感器(称为非动力轴速度传感器)。每个非动力轴速度传感器均实时采集轨道交通车辆的速度信息(这里的速度信息表示车辆运行速度)，并将速度信息实时发送至车辆控制器4。
由于每个非动力轴速度传感器采集的轨道交通车辆的速度信息均可表示车辆运行速度，所以为了更准确地获取车辆运行速度以准确计算车辆驻车位置，车辆控制器4求取各非动力轴速度传感器发送的速度信息的第一平 均速度值(第一平均速度值＝各非动力轴速度传感器发送的速度信息的速度总值÷各非动力轴速度传感器发送的速度信息的总个数)，将第一平均速度值作为轨道交通车辆的运行速度。
作为一种优选地实施例，速度采集装置2还包括：
一一设于轨道交通车辆的动力转向架上，用于实时采集轨道交通车辆的速度信息的动力轴速度传感器；
则车辆控制器4还用于若所有非动力轴速度传感器都失效，则在接收到驻车位置计算信号后，实时求取各动力轴速度传感器发送的速度信息的第二平均速度值，并将第二平均速度值作为轨道交通车辆的运行速度。
进一步地，考虑到非动力轴速度传感器可能会失效，所以本申请在轨道交通车辆的每个动力转向架(安装电机的转向架)上均安装速度传感器(称为动力轴速度传感器)。每个动力轴速度传感器均实时采集轨道交通车辆的速度信息，并将速度信息实时发送至车辆控制器4。
由于每个动力轴速度传感器采集的轨道交通车辆的速度信息同样可表示车辆运行速度，所以在所有非动力轴速度传感器都失效的情况下，车辆控制器4求取各动力轴速度传感器发送的速度信息的第二平均速度值(第二平均速度值＝各动力轴速度传感器发送的速度信息的速度总值÷各动力轴速度传感器发送的速度信息的总个数)，将第二平均速度值作为轨道交通车辆的运行速度。
可见，本申请优先采用非动力轴速度传感器(相较于动力轴速度传感器更准确)发送的速度信息，当所有非动力轴速度传感器都失效时，才采用动力轴速度传感器发送的速度信息。
作为一种优选地实施例，驻车提示装置1包括外部显示器；
则车辆控制器4具体用于根据驻车距离确定轨道交通车辆到达驻车位置时，控制外部显示器显示驻车提示信息；其中，驻车提示信息表示轨道交通车辆到达驻车位置。
具体地，本申请的驻车提示装置1可选用外部显示器(设于方便司机查看的位置)，由外部显示器显示预设停靠位置对应的驻车提示信息(可采用图片和/或文字提示)，起到提示司机进行驻车操作的作用。此外，车辆控 制器4还可将轨道交通车辆的行车信息(如驻车距离、驻车时间等信息)发送至外部显示器显示，供司机查看。
作为一种优选地实施例，驻车提示装置1还包括报警器；
则车辆控制器4还用于根据驻车距离确定轨道交通车辆到达驻车位置时，控制报警器发出警报。
进一步地，本申请的驻车提示装置1还包括报警器，比如声光报警器。车辆控制器4根据驻车距离确定轨道交通车辆到达预设停靠位置对应的驻车位置时，控制报警器发出警报，从而在司机不查看外部显示器的情况下也可提示司机进行驻车操作，以免错过驻车操作时间。
作为一种优选地实施例，计算触发装置3具体为硬按钮或硬开关或外部显示器显示的软按钮；
则计算触发装置3具体用于在接收到触发指令后生成驻车位置计算信号；其中，触发指令的接收时间点为轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置的时间点。
具体地，本申请的计算触发装置3可以选用硬按钮或硬开关或外部显示器显示的软按钮等触发装置(设于方便司机操作的位置)。当轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，若此时有驻车需求，则司机触发计算触发装置3，即向计算触发装置3发送触发指令。计算触发装置3在接收到触发指令后生成驻车位置计算信号，以使车辆控制器4进行驻车位置计算。
进一步地，除了本实施例提供的计算触发装置3之外，计算触发装置3还有其他实现形式，比如，计算触发装置3包括：
用于在接收驻车需求指令后生成检测触发信号的检测触发装置；
设于轨道交通车辆的司机室外侧、与检测触发装置连接的自主检测装置，用于在接收到检测触发信号后进入检测状态，当检测到轨道旁设置的驻车标识时生成驻车位置计算信号。
对于该计算触发装置3，在轨道交通车辆的司机室未到达驻车标识所指示的位置时，若有驻车需求，则司机触发检测触发装置，以使自主检测装置自主检测轨道交通车辆的司机室是否到达驻车标识所指示的位置，从而 避免司机一直观察轨道交通车辆的司机室是否到达驻车标识所指示的位置，进一步减轻了司机的驾驶负担。
作为一种优选地实施例，当计算触发装置3具体为硬按钮或硬开关时，车辆控制器4与计算触发装置3之间采用硬接线方式双线连接；
则车辆控制器4具体用于利用与计算触发装置3之间的硬连线采集驻车位置计算信号。
进一步地，当计算触发装置3具体为硬按钮或硬开关时，车辆控制器4与计算触发装置3之间采用硬接线方式连接，则车辆控制器4利用二者之间的硬连线采集驻车位置计算信号，较为稳定。而且，车辆控制器4与计算触发装置3之间采用两根硬连线连接，当其中一根硬连线失效时，另一根硬连线(处于正常状态)保证二者之间的信号传输，从而实现冗余备份。
作为一种优选地实施例，轨道交通车辆的预设停靠位置的个数为N个，其中，N为大于1的整数；
则车辆控制器4包括：
驻车距离计算模块，用于在接收到驻车位置计算信号后，分别根据运行速度实时计算轨道交通车辆在N个预设停靠位置停靠至驻车标识所指示的位置的条件下一一对应的N个驻车距离；
驻车提示模块，用于根据某一预设停靠位置对应的驻车距离确定轨道交通车辆到达该预设停靠位置对应的驻车位置时，控制驻车提示装置1发出该预设停靠位置专属的驻车提示信息，以使司机在接收到目标停靠位置专属的驻车提示信息时进行驻车操作，使轨道交通车辆按目标停靠位置对应的驻车距离驻车；其中，目标停靠位置为从N个预设停靠位置中选择的一个停靠位置。
具体地，本申请可提前为轨道交通车辆设置多个停靠位置：第一停靠位置、第二停靠位置……第N停靠位置。对于每个停靠位置来说，停靠至驻车标识所指示的位置的驻车原理均可参考上述驻车原理的介绍。
车辆控制器4在接收到驻车位置计算信号后，会分别根据运行速度实时计算轨道交通车辆在每个停靠位置停靠至驻车标识所指示的位置的条件下对应的驻车距离。并且，车辆控制器4还会分别根据每个停靠位置对应的驻 车距离相应确定轨道交通车辆是否到达各停靠位置对应的驻车位置。当轨道交通车辆到达任一停靠位置对应的驻车位置时，均控制驻车提示装置1发出该停靠位置专属的驻车提示信息。
可以理解的是，不同停靠位置对应的驻车提示信息各不相同，如驻车提示装置1选用声音报警器，当轨道交通车辆到达不同停靠位置对应的驻车位置时，车辆控制器4控制声音报警器发出不同的驻车提示音，便于司机区分。例如，当轨道交通车辆到达第一停靠位置对应的驻车位置时，车辆控制器4控制声音报警器发出“滴”一声的驻车提示音；当轨道交通车辆到达第二停靠位置对应的驻车位置时，车辆控制器4控制声音报警器发出“滴滴”两声的驻车提示音。
基于此，司机从多个停靠位置中选择的一个停靠位置(称为目标停靠位置)，当司机接收到目标停靠位置专属的驻车提示信息时，便可进行驻车操作，然后轨道交通车辆按目标停靠位置对应的驻车距离驻车，从而保证目标停靠位置停靠至驻车标识所指示的位置。
作为一种优选地实施例，车辆控制器4还用于实时判断运行速度是否大于预设速度阈值，若否，则在接收到驻车位置计算信号后执行后续计算操作；若是，则在接收到驻车位置计算信号后不做处理。
进一步地，为了防止司机误操作计算触发装置3，本申请提前设置一个速度阈值(如35km/h)，认为：当车辆运行速度大于所设速度阈值时，轨道交通车辆无驻车需求。所以，车辆控制器4实时判断车辆运行速度是否大于所设速度阈值，若是，则说明轨道交通车辆无驻车需求，即使车辆控制器4在该情况下接收到驻车位置计算信号，也认为是司机误操作计算触发装置3，不执行后续分别根据运行速度实时计算轨道交通车辆在N个预设停靠位置停靠至驻车标识所指示的位置的条件下一一对应的N个驻车距离的步骤；若否，则在接收到驻车位置计算信号后，正常执行后续分别根据运行速度实时计算轨道交通车辆在N个预设停靠位置停靠至驻车标识所指示的位置的条件下一一对应的N个驻车距离的步骤。
此外，本申请的车辆控制器4还可以求取轨道交通车辆从司机室到达驻车标识所指示的位置开始，到轨道交通车辆停止运行为止的总运行距离。 轨道交通车辆在准确驻车的情况下，总运行距离＝司机室与目标停靠位置之间的距离，如图3所示，总运行距离＝司机室与第一车门A之间的距离。所以，车辆控制器4可将计算的总运行距离、司机室与目标停靠位置之间的距离均输出至外部显示器显示(也可将二者之间的误差输出至外部显示器显示)，供司机参考。此时司机便可以根据外部显示器的显示内容调整轨道交通车辆的位置，在司机调整轨道交通车辆的位置的过程中，车辆控制器4可实时计算当前总运行距离，并实时将当前总运行距离输出至外部显示器显示，以为司机调整轨道交通车辆的位置提供参考，从而尽可能减小二者的误差，提高轨道交通车辆的停靠准确性。
请参照图4，图4为本发明提供的一种轨道交通车辆辅助对标驻车方法的流程图。
该轨道交通车辆辅助对标驻车方法，应用于上述任一实施例所述的轨道交通车辆辅助对标驻车系统，包括：
步骤S1：速度采集装置实时采集轨道交通车辆的运行速度，计算触发装置在轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号。
步骤S2：车辆控制器在接收到驻车位置计算信号后，根据运行速度实时计算轨道交通车辆在其预设停靠位置停靠至驻车标识所指示的位置的条件下所需的驻车距离。
步骤S3：车辆控制器根据驻车距离确定轨道交通车辆到达驻车位置时，控制驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，使轨道交通车辆按驻车距离驻车。
本申请提供的辅助对标驻车方法的介绍请参考上述辅助对标驻车系统的实施例，本申请在此不再赘述。
还需要说明的是，在本说明书中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且， 术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其他实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (10)

  1. 一种轨道交通车辆辅助对标驻车系统，其特征在于，包括：
    驻车提示装置；
    用于实时采集轨道交通车辆的运行速度的速度采集装置；
    用于在所述轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号的计算触发装置；
    分别与所述速度采集装置、所述计算触发装置及所述驻车提示装置连接的车辆控制器，用于在接收到所述驻车位置计算信号后，根据所述运行速度实时计算所述轨道交通车辆在其预设停靠位置停靠至所述驻车标识所指示的位置的条件下所需的驻车距离；并根据所述驻车距离确定所述轨道交通车辆到达驻车位置时，控制所述驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，使所述轨道交通车辆按所述驻车距离驻车。
  2. 如权利要求1所述的轨道交通车辆辅助对标驻车系统，其特征在于，所述速度采集装置包括：
    一一设于所述轨道交通车辆的非动力转向架上，用于实时采集所述轨道交通车辆的速度信息的非动力轴速度传感器；
    则所述车辆控制器具体用于在接收到所述驻车位置计算信号后，实时求取各所述非动力轴速度传感器发送的速度信息的第一平均速度值，并将所述第一平均速度值作为所述轨道交通车辆的运行速度。
  3. 如权利要求2所述的轨道交通车辆辅助对标驻车系统，其特征在于，所述速度采集装置还包括：
    一一设于所述轨道交通车辆的动力转向架上，用于实时采集所述轨道交通车辆的速度信息的动力轴速度传感器；
    则所述车辆控制器还用于若所有非动力轴速度传感器都失效，则在接收到所述驻车位置计算信号后，实时求取各所述动力轴速度传感器发送的速度信息的第二平均速度值，并将所述第二平均速度值作为所述轨道交通车辆的运行速度。
  4. 如权利要求1所述的轨道交通车辆辅助对标驻车系统，其特征在于，所述驻车提示装置包括外部显示器；
    则所述车辆控制器具体用于根据所述驻车距离确定所述轨道交通车辆到达驻车位置时，控制所述外部显示器显示所述驻车提示信息；其中，所述驻车提示信息表示所述轨道交通车辆到达驻车位置。
  5. 如权利要求4所述的轨道交通车辆辅助对标驻车系统，其特征在于，所述驻车提示装置还包括报警器；
    则所述车辆控制器还用于根据所述驻车距离确定所述轨道交通车辆到达驻车位置时，控制所述报警器发出警报。
  6. 如权利要求4所述的轨道交通车辆辅助对标驻车系统，其特征在于，所述计算触发装置具体为硬按钮或硬开关或所述外部显示器显示的软按钮；
    则所述计算触发装置具体用于在接收到触发指令后生成驻车位置计算信号；其中，所述触发指令的接收时间点为所述轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置的时间点。
  7. 如权利要求6所述的轨道交通车辆辅助对标驻车系统，其特征在于，当所述计算触发装置具体为硬按钮或硬开关时，所述车辆控制器与所述计算触发装置之间采用硬接线方式双线连接；
    则所述车辆控制器具体用于利用与所述计算触发装置之间的硬连线采集所述驻车位置计算信号。
  8. 如权利要求1-7任一项所述的轨道交通车辆辅助对标驻车系统，其特征在于，所述轨道交通车辆的预设停靠位置的个数为N个，其中，N为大于1的整数；
    则所述车辆控制器包括：
    驻车距离计算模块，用于在接收到所述驻车位置计算信号后，分别根据所述运行速度实时计算所述轨道交通车辆在N个所述预设停靠位置停靠至所述驻车标识所指示的位置的条件下一一对应的N个驻车距离；
    驻车提示模块，用于根据某一预设停靠位置对应的驻车距离确定所述轨道交通车辆到达该预设停靠位置对应的驻车位置时，控制所述驻车提示装置发出该预设停靠位置专属的驻车提示信息，以使司机在接收到目标停靠位置专属的驻车提示信息时进行驻车操作，使轨道交通车辆按所述目标 停靠位置对应的驻车距离驻车；其中，所述目标停靠位置为从N个所述预设停靠位置中选择的一个停靠位置。
  9. 如权利要求8所述的轨道交通车辆辅助对标驻车系统，其特征在于，所述车辆控制器还用于实时判断所述运行速度是否大于预设速度阈值，若否，则在接收到所述驻车位置计算信号后执行后续计算操作；若是，则在接收到所述驻车位置计算信号后不做处理。
  10. 一种轨道交通车辆辅助对标驻车方法，其特征在于，应用于如权利要求1-9任一项所述的轨道交通车辆辅助对标驻车系统，包括：
    速度采集装置实时采集所述轨道交通车辆的运行速度；
    计算触发装置在所述轨道交通车辆的司机室到达轨道旁设置的驻车标识所指示的位置时，生成驻车位置计算信号；
    车辆控制器在接收到所述驻车位置计算信号后，根据所述运行速度实时计算所述轨道交通车辆在其预设停靠位置停靠至所述驻车标识所指示的位置的条件下所需的驻车距离；并根据所述驻车距离确定所述轨道交通车辆到达驻车位置时，控制所述驻车提示装置发出驻车提示信息，以提示司机进行驻车操作，使所述轨道交通车辆按所述驻车距离驻车。
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