High-precision alignment parking control system and method for shunting locomotive ATO (automatic train operation)

Abstract

The invention belongs to the technical field of rail transit automatic driving, and particularly relates to a shunting locomotive ATO high-precision alignment parking control system and method. The control system comprises a fusion positioning module, a laser ranging module, a speed control module and a distance compensation module. The fusion positioning module carries out high-precision fusion positioning according to the precise longitude and latitude, the line transponder position information, the real-time speed and the wheel cycle pulse number, and provides precise position information for the speed control module in combination with an electronic map; the laser ranging module receives a laser ranging distance on a coupled and propelled molten iron tank car or a railway wagon in real time through vehicle-to-vehicle communication; the speed control module calls a speed control algorithm to perform traction and brake control on the locomotive according to the accurate position information provided by the fusion positioning module and the distance information provided by the laser ranging module; and the distance compensation module realizes distance fine adjustment after accurate parking. The invention provides a shunting locomotive ATO high-precision alignment parking control system and method.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit automatic driving, and in particular relates to a high-precision on-position parking control system and method for an ATO shunting locomotive. Background Art

[0002] At present, the internal rail transportation operations of enterprises still follow the traditional manual operation mode, and it is urgent to achieve "less manpower, intelligentization, and centralized control" to give full play to the efficiency of production lines, increase production capacity, improve quality and efficiency, and accelerate transformation and development. At the same time, the rapid development of technologies such as artificial intelligence and network communications has provided reliable guarantees for unmanned locomotive driving.

[0003] Currently, most companies use manual driving to achieve parking, which has poor parking accuracy, great safety hazards, and very low operating efficiency. Summary of the invention

[0004] In order to solve the above problems existing in the prior art, the purpose of the present invention is to provide a high-precision parking control system and method for an ATO shunting locomotive, so as to solve the key technology of precise positioning of the locomotive automatic driving.

[0005] The technical solution adopted by the present invention is:

[0006] A high-precision ATO parking control system for shunting locomotives, comprising a fusion positioning module, a laser ranging module, a speed control module, and a distance compensation module;

[0007] The fusion positioning module performs high-precision fusion positioning based on precise longitude and latitude, line transponder location information, real-time speed and wheel pulse number given by the speed sensor, and provides accurate location information to the speed control module in combination with the electronic map;

[0008] The laser ranging module receives the laser ranging distance on the coupled molten iron tank car or railway freight car in real time through vehicle-to-vehicle communication;

[0009] The speed control module uses the speed control algorithm to control the traction and braking of the locomotive according to the precise position information provided by the fusion positioning module and the distance information provided by the laser ranging module;

[0010] The distance compensation module enables precise distance adjustment after parking.

[0011] As a preferred solution of the present invention, the precise longitude and latitude are obtained by Beidou differential navigation.

[0012] When the present invention performs precise parking, if there is more accurate relative position information such as laser ranging, ATO will give priority to using such information for precise parking control, otherwise it will use the position of the vehicle column and the parking point calculated by multi-mode fusion positioning to perform precise parking control. The present invention can achieve high-precision parking during automatic driving, with a parking error of less than 8cm, saving parking time and greatly improving transportation efficiency.

[0013] A high-precision parking control method for an ATO of a shunting locomotive comprises the following steps:

[0014] S1: ATO controls the locomotive to execute the dispatch plan issued by the dispatch center in combination with the fusion positioning information; ATO controls the locomotive speed according to the ATP protection curve;

[0015] S2: After reaching the first parking point, the vehicle stops for N seconds. The speed control module controls the locomotive to travel at a low speed based on the precise location information of the fusion positioning and the laser ranging information, combined with the traction and braking control algorithms;

[0016] S3: During low-speed operation, the ATO continuously compares the distance between the train and the parking point, as well as the slope information from the rear of the train to the parking point, and continuously calculates the precise parking distance for the train to output the parking brake in the current cycle in combination with the traction / braking characteristics of the train and the motion state of the train in the current cycle; when the calculated precise braking distance is less than or equal to the distance from the train to the negative window of the parking point, the ATO controls the train to output the brake and stop the train;

[0017] S4: When the first parking error exceeds the specified error range, the jump function is used. In the jump state, the ATO decides to output a forward or backward jump command based on whether it has passed the parking point. When the train stops at the parking window after the jump, the ATO considers the task completed.

[0018] S5: When the error is within the specified limit after two jumps, distance compensation is performed. Based on the accurate distance information of laser ranging in steady state, combined with the traction braking algorithm, the fast-transmitted pulse signal is used as feedback, and the number of pulses is calculated as the braking application condition, so that the locomotive can be accurately stopped at the specified position.

[0019] As a preferred solution of the present invention, in step S1, the dispatch plan includes route information, train information, and time information.

[0020] As a preferred solution of the present invention, in step S2, the parking time after arriving at the primary parking point is set in advance.

[0021] As a preferred solution of the present invention, in step S4, the jump function: when the ATO fails to stop accurately at the first time, the ATO will enter the jump state and stop at the same time again.

[0022] The beneficial effects of the present invention are:

[0023] When the present invention performs precise parking, if there is more accurate relative position information such as laser ranging, ATO will give priority to using such information for precise parking control, otherwise it will use the position of the vehicle column and the parking point calculated by multi-mode fusion positioning to perform precise parking control. The present invention can achieve high-precision parking during automatic driving, with a parking error of less than 8cm, saving parking time and greatly improving transportation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the system module of the present invention;

[0025] Figure 2 It is a flow chart of the method of the present invention. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0027] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present invention. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0028] like Figure 1 As shown, the shunting locomotive ATO high-precision parking control system of this embodiment is mainly composed of a fusion positioning module, a laser ranging module, a speed control module, and a distance compensation module.

[0029] The fusion positioning module mainly performs high-precision fusion positioning based on the precise longitude and latitude obtained by Beidou-based differential navigation, the line transponder location information, the real-time speed and wheel pulse number given by the speed sensor, and provides accurate location information to the speed control module in combination with the electronic map.

[0030] The laser ranging module mainly receives the laser ranging distance on the coupled molten iron tank car or railway freight car in real time through vehicle-to-vehicle communication.

[0031] The speed control module mainly calls the speed control algorithm to control the traction and braking of the locomotive based on the precise position information provided by the fusion positioning module and the distance information provided by the laser ranging module.

[0032] The distance compensation module mainly realizes the fine adjustment of the distance after precise parking, and further reduces the parking error caused by communication delay, ranging error, etc.

[0033] like Figure 2 As shown, the high-precision parking control method for the ATO of a shunting locomotive in this embodiment is as follows:

[0034] During precise parking, if there is more accurate relative position information such as laser ranging, ATO will give priority to using this information for precise parking control. Otherwise, it will use the vehicle position and parking point calculated by multi-mode fusion positioning to perform precise parking control. The specific steps are as follows.

[0035] S1: ATO controls the locomotive to execute the dispatch plan issued by the dispatch center (the dispatch plan includes route information, train information, time information, etc.) combined with the fusion positioning information. ATO controls the locomotive speed according to the ATP protection curve.

[0036] S2: After reaching the first stopping point, the vehicle stops for N seconds (this time can be set). The speed control module controls the locomotive to travel at a low speed based on the precise location information of the fusion positioning and the laser ranging information, combined with the traction and braking control algorithms.

[0037] S3: During low-speed operation, ATO will continuously compare the distance between the train and the parking point, as well as the slope information from the rear of the train to the parking point, and continuously calculate the precise parking distance for the train to output the parking brake in the current cycle in combination with the traction / braking characteristics of the train and the motion state of the train in the current cycle. When the calculated precise braking distance is less than or equal to the distance from the negative window of the train to the parking point, ATO controls the train to output the brake and stop the train.

[0038] S4: When the first parking error exceeds the specified error range, the jump function (multiple marking function) is used, that is, when the ATO fails to stop accurately in the first marking, the ATO will enter the jump state and re-mark the parking. In the jump state, the ATO decides to output the forward or backward jump command based on whether it has passed the parking point. When the train stops at the parking window after the jump, the ATO considers the task completed.

[0039] S5: When the error is within the specified limit after two jumps, distance compensation is performed. Based on the accurate distance information of laser ranging in steady state, combined with the traction braking algorithm, the fast-transmitted pulse signal is used as feedback, and the number of pulses is calculated as the braking application condition, so that the locomotive can be accurately stopped at the specified position, achieving high-precision parking.

[0040] When the present invention performs precise parking, if there is more accurate relative position information such as laser ranging, ATO will give priority to using such information for precise parking control, otherwise it will use the position of the vehicle column and the parking point calculated by multi-mode fusion positioning to perform precise parking control. The present invention can achieve high-precision parking during automatic driving, with a parking error of less than 8cm, saving parking time and greatly improving transportation efficiency.

[0041] The present invention is not limited to the above-mentioned optional implementation modes. Anyone can derive other various forms of products under the inspiration of the present invention. However, no matter what changes are made in the shape or structure, all technical solutions that fall within the scope defined by the claims of the present invention fall within the protection scope of the present invention.

Claims

1. A high-precision ATO parking control system for shunting locomotives, characterized by: Including fusion positioning module, laser ranging module, speed control module and distance compensation module; The fusion positioning module performs high-precision fusion positioning based on precise longitude and latitude, line transponder location information, real-time speed and wheel pulse number given by the speed sensor, and provides accurate location information to the speed control module in combination with the electronic map; The laser ranging module receives the laser ranging distance on the coupled molten iron tank car or railway freight car in real time through vehicle-to-vehicle communication; The speed control module uses the speed control algorithm to control the traction and braking of the locomotive according to the precise position information provided by the fusion positioning module and the distance information provided by the laser ranging module; The distance compensation module enables precise distance adjustment after parking.

2. A high-precision parking control system for ATO of shunting locomotive according to claim 1, characterized in that: The precise longitude and latitude are obtained by Beidou’s differential navigation.

3. A shunting locomotive ATO high-precision parking control method, using the shunting locomotive ATO high-precision parking control system according to claim 1, characterized in that: The following steps are involved: S1: ATO controls the locomotive to execute the dispatch plan issued by the dispatch center in combination with the fusion positioning information; ATO controls the locomotive speed according to the ATP protection curve; S2: After reaching the first parking point, the vehicle stops for N seconds. The speed control module controls the locomotive to travel at a low speed based on the precise location information of the fusion positioning and the laser ranging information, combined with the traction and braking control algorithms; S3: During low-speed operation, the ATO continuously compares the distance between the train and the parking point, as well as the slope information from the rear of the train to the parking point, and continuously calculates the precise parking distance for the train to output the parking brake in the current cycle in combination with the traction / braking characteristics of the train and the motion state of the train in the current cycle; when the calculated precise braking distance is less than or equal to the distance from the train to the negative window of the parking point, the ATO controls the train to output the brake and stop the train; S4: When the first parking error exceeds the specified error range, the jump function is used. In the jump state, the ATO decides to output a forward or backward jump command based on whether it has passed the parking point. When the train stops at the parking window after the jump, the ATO considers the task completed. S5: When the error is within the specified limit after two jumps, distance compensation is performed. Based on the accurate distance information of laser ranging in steady state, combined with the traction braking algorithm, the fast-transmitted pulse signal is used as feedback, and the number of pulses is calculated as the braking application condition, so that the locomotive can be accurately stopped at the specified position.

4. A high-precision parking control method for ATO of a shunting locomotive according to claim 3, characterized in that: In step S1, the dispatch plan includes route information, train information, and time information.

5. A high-precision parking control method for ATO of a shunting locomotive according to claim 3, characterized in that: In step S2, the parking time after arriving at the first parking point is set in advance.

6. A high-precision parking control method for ATO of a shunting locomotive according to claim 3, characterized in that: In step S4, the jump function: when the ATO fails to stop accurately for the first time, the ATO will enter the jump state and stop accurately again.

Images