Method, device and system for detecting stopping of a rail vehicle
By combining a sliding rheostat and a voltage detection sub-circuit on the rail vehicle, the position and running status of the train can be monitored in real time. This solves the problem of the inability to effectively detect train slippage in existing technologies, and enables timely and reliable detection of the train's stable and accurate stopping, thereby reducing safety risks.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- BYD CO LTD
- Filing Date
- 2021-11-29
- Publication Date
- 2026-05-01
AI Technical Summary
Existing technology cannot effectively detect whether a train is slipping, which could lead to operational disruptions or safety risks, especially during passenger boarding and alighting when the train cannot avoid the effects of idle slippage or runaway.
A stopping detection device combining a sliding rheostat and a voltage detection sub-circuit is used. The sliding part of the rheostat is connected to the rail vehicle to monitor the position and running status of the train in real time. The voltage detection value and the rate of change are used to determine whether the train has stopped stably and accurately.
It enables timely and reliable detection of train stopping smoothly and accurately, reduces the risk of accidents such as train slippage, improves safety and detection accuracy, and has a simple structure and low cost.
Smart Images
Figure CN116184005B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of rail vehicle technology, and in particular to a method, apparatus, and system for detecting the stopping of rail vehicles. Background Technology
[0002] A train coming to a complete stop at the platform is a crucial prerequisite for safe train stopping, and the accuracy of the stop determination directly impacts the safety of passengers boarding and alighting. However, current technologies determine a train's stopping status by reading speed sensor values and checking if full-service braking has been applied. This method cannot detect whether the train is slipping. If slippage occurs during passenger boarding or alighting, it can disrupt operations or even cause serious injuries or fatalities. Stopping criteria are determined by a combination of speed transmission and beacons, but this method also cannot prevent the effects of wheel spin, slippage, or slippage. Some manufacturers add accelerometers to mitigate the effects of wheel spin, slippage, and slippage, but in practice, this is still insufficient. Summary of the Invention
[0003] The present invention aims to at least partially solve one of the technical problems in the related art. Therefore, the first objective of the present invention is to provide a parking detection device for rail vehicles to promptly detect unexpected situations such as slippage and runaway.
[0004] The second objective of this invention is to provide a method for detecting the stopping of rail vehicles.
[0005] The third objective of this invention is to provide a parking detection system for rail vehicles.
[0006] To achieve the above objectives, a first aspect of the present invention provides a rail vehicle stopping detection device, comprising: a detection circuit disposed at a target station, the detection circuit including a power supply, a first voltage divider circuit, a sliding rheostat, and a first voltage detection subcircuit, the first voltage divider circuit being connected in series with the sliding rheostat, the first voltage divider circuit and the sliding rheostat being connected in parallel with the power supply, the sliding rheostat being disposed along the approach direction of the target station, the sliding part of the sliding rheostat being disposed at the approach direction end of the sliding rheostat for connecting to the approaching rail vehicle and sliding relative to the approach direction end of the sliding rheostat under the drive of the rail vehicle, the first voltage detection subcircuit being connected in parallel with the effective resistance of the sliding rheostat or the first voltage divider circuit; and a controller connected to the first voltage detection subcircuit, the controller being used to determine whether the rail vehicle has stopped stably and accurately at the target station based on a first voltage detection value detected by the first voltage detection subcircuit.
[0007] To achieve the above objectives, a second aspect of the present invention provides a method for detecting the stopping of a rail vehicle. The method is based on a detection circuit installed at a target station. The detection circuit includes a power supply, a first voltage divider circuit, a sliding rheostat, and a first voltage detection subcircuit. The first voltage divider circuit is connected in series with the sliding rheostat. The first voltage divider circuit, the sliding rheostat, and the power supply are connected in parallel. The sliding rheostat is positioned along the approach direction of the target station. The sliding part of the sliding rheostat is located at the approach direction end of the sliding rheostat to connect to the approaching rail vehicle and slide relative to the approach direction end of the sliding rheostat under the influence of the rail vehicle. The first voltage detection subcircuit is connected in parallel with the effective resistance of the sliding rheostat or the first voltage divider circuit. The detection method includes: obtaining a first voltage detection value detected by the first voltage detection subcircuit; and determining whether the rail vehicle has stopped accurately at the target station based on the first voltage detection value.
[0008] To achieve the above objectives, a third aspect of the present invention provides a rail vehicle docking detection system, comprising a rail vehicle and the aforementioned rail vehicle docking detection device.
[0009] The rail vehicle stopping detection method, device, and system of this invention, by setting up a sliding rheostat and providing a sliding part of the rheostat that can be connected to the rail vehicle, allows the sliding part to slide along the rheostat as the rail vehicle moves. This enables precise monitoring of the rail vehicle's position and operating status, and allows determination of whether the rail vehicle has stopped accurately based on its position and whether it has come to a stable stop based on its operating status. Because it directly acquires the rail vehicle's status and determines its relative position to the platform, it can promptly detect any unexpected situations such as slippage or runaway, making it more direct, reliable, and safe.
[0010] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description
[0011] Figure 1 This is a schematic diagram of the structure of a rail vehicle docking detection device according to an embodiment of the present invention;
[0012] Figure 2 This is a flowchart of an example of a sliding rheostat according to the present invention;
[0013] Figure 3 This is a circuit diagram of a detection circuit according to an example of the present invention;
[0014] Figure 4 This is a flowchart illustrating the operation of a rail vehicle docking detection device, an example of the present invention.
[0015] Figure 5 This is a schematic diagram of the operation of a rail vehicle docking detection device according to an example of the present invention;
[0016] Figure 6 This is a flowchart of a method for detecting the stopping of a rail vehicle according to an embodiment of the present invention;
[0017] Figure 7 This is a structural block diagram of a rail vehicle docking detection system according to an embodiment of the present invention. Detailed Implementation
[0018] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.
[0019] The following description, with reference to the accompanying drawings, outlines a method, apparatus, and system for detecting the stopping of rail vehicles according to embodiments of the present invention.
[0020] Figure 1 This is a schematic diagram of the structure of a rail vehicle docking detection device according to an embodiment of the present invention.
[0021] like Figure 1 As shown, the rail vehicle parking detection device 100 includes: a detection circuit 101 and a controller 102. The detection circuit 101 is installed at the target station. The detection circuit 101 includes a power supply DC, a first voltage divider circuit 1012, a sliding rheostat R3, and a first voltage detection sub-circuit 1023. The first voltage divider circuit 1012 and the sliding rheostat R3 are connected in series. The first voltage divider circuit 1012 and the sliding rheostat R3 are connected in parallel with the power supply DC. The sliding rheostat R3 is set along the approach direction of the target station. The sliding part of the sliding rheostat R3 is set at the approach direction end of the sliding rheostat R3 to connect to the approaching rail vehicle and slide relative to the approach direction end of the sliding rheostat R3 under the drive of the rail vehicle. The first voltage detection sub-circuit 1023 is connected in parallel with the effective resistance of the sliding rheostat R3 or the first voltage divider circuit 1012. The controller 102 is connected to the first voltage detection sub-circuit 1023. The controller 102 is used to determine whether the rail vehicle has stopped stably and accurately at the target station based on the first voltage detection value obtained by the first voltage detection sub-circuit 1023.
[0022] It should be noted that, Figure 1The embodiment shown is a specific embodiment in which the first detection sub-circuit is connected in parallel with the effective resistance of the sliding rheostat R3.
[0023] Specifically, a self-test can be performed first to determine if the first voltage detection sub-circuit 1023 is functioning correctly. If the self-test passes, preparations can begin to determine whether the rail vehicle has come to a complete and accurate stop. Then, after determining that the rail vehicle needs to stop at the target station, a second self-test is performed to obtain the first voltage detection value obtained by the first voltage detection sub-circuit 1023, and to determine if the current first voltage detection value is a first preset voltage. This first preset voltage is the value that the first voltage detection sub-circuit 1023 should detect when the sliding part is located at the station-entry direction end of the sliding rheostat R3. If yes, the second self-test is considered passed, and the sliding part is controlled to connect with the rail vehicle; if not, the second self-test fails, and a fault is identified.
[0024] Furthermore, when the rail vehicle enters the target station, the sliding part of the sliding rheostat R3 can be controlled to connect with the rail vehicle. The sliding part of the sliding rheostat R3 is located at the entry direction end of the sliding rheostat R3. After the rail vehicle enters the station and connects with the sliding part, during the operation of the rail vehicle, the sliding part will slide on the sliding rheostat R3 with the movement of the rail vehicle, causing the first voltage detection value detected by the first voltage detection sub-circuit 1023 to change. Then, the first voltage detection value can be used to determine whether the rail vehicle has stopped accurately at the target station. If the first voltage detection value is within a preset first interval, it can be considered that the rail vehicle has stopped accurately at the target station; if the first rate of change of the first voltage detection value is within a preset first range, it can be considered that the rail vehicle has stopped accurately at the target station. Therefore, it is possible to simultaneously determine whether the rail vehicle has come to a complete stop based on the first rate of change and the first voltage detection value, thus achieving a more accurate judgment on whether the rail vehicle has come to a complete stop. Moreover, the rail vehicle can be considered to have come to a complete stop when the first rate of change is within a preset first range, that is, when the speed of the rail vehicle is detected to be very low, it can be considered that the rail vehicle has come to a complete stop. Thus, there is a certain amount of time before the speed of the rail vehicle drops to zero to perform the operations required before judging whether the rail vehicle has come to a complete stop, such as transmitting information. This allows the rail vehicle to be judged to come to a complete stop immediately when the speed of the rail vehicle drops to zero, thus speeding up the stopping detection speed and efficiency.
[0025] The system can be configured to set the stopping position of the rail vehicle at the target station and define an allowable error range, such as ±30cm. This means that if the rail vehicle stops within ±30cm of this stopping position, it is considered to have stopped accurately at the target station. The system then obtains the first voltage detection value within this range, resulting in the aforementioned first interval. Alternatively, a first range can be preset to determine if the first rate of change of the first voltage detection value falls within this range. If, during the rail vehicle's operation, the first rate of change of the first voltage detection value falls within this range, the rail vehicle is considered to have stopped at the target station. Once the rail vehicle stops moving and the first voltage detection value no longer changes, it is determined whether the first voltage detection value is within the first interval. If the first voltage detection value is within the preset first interval, the rail vehicle is considered to have stopped accurately at the target station. If the first voltage detection value is not within the preset first interval, the rail vehicle is considered not to have stopped accurately, and the onboard controller performs jump control on the rail vehicle and returns to the above stopping accuracy determination process. This process is repeated until the rail vehicle is determined to have stopped accurately.
[0026] Optionally, the determination of whether the rail vehicle has come to a complete stop can also be made directly based on whether the first voltage detection value changes. That is, if the first voltage detection value does not change, the rail vehicle is considered to have come to a complete stop. For example, the first voltage detection sub-circuit 1023 can be configured to output a voltage change judgment signal. This signal is low when the first voltage detection value changes and high when the first voltage detection value does not change. The controller 102 can then determine whether the rail vehicle has come to a complete stop based on this voltage change judgment signal. The controller 102 can be, for example, an interlocking system, or an additional device that communicates with the interlocking system. This allows for a more accurate determination of whether the rail vehicle has come to a complete stop.
[0027] It should be noted that a first normal voltage range and a first normal rate of change range can also be preset. Furthermore, during the process of determining whether the rail vehicle has come to a complete stop, it can be determined whether the first voltage detection value is within the first normal voltage range, and whether the first rate of change of the first voltage detection value is within the first normal rate of change range. If, during the process of determining whether the rail vehicle has come to a complete stop, the first voltage detection sub-circuit 1023 is determined to have malfunctioned, it is determined that the first voltage detection sub-circuit 1023 has malfunctioned.
[0028] Therefore, by setting up a sliding rheostat R3, and ensuring that its sliding part can be connected to the rail vehicle, the sliding part can slide along the rheostat R3 as the rail vehicle moves. This allows for precise monitoring of the rail vehicle's position and operating status. The system can determine whether the rail vehicle has stopped accurately based on its position and whether it has come to a complete stop based on its operating status. Because it directly acquires the rail vehicle's status and determines its relative position to the platform, it can promptly detect any unexpected situations such as slippage or runaway, making the process more direct, reliable, and safe. Furthermore, even in the event of unexpected situations involving the rail vehicle or the target platform, such as a train-to-ground communication failure, it is still possible to determine whether the rail vehicle has stopped accurately and stably.
[0029] In one embodiment of the present invention, the sliding rheostat R3 includes a slider and a contact rod, and the stopping detection device also includes a motor. The controller 102 is also connected to the motor and is used to drive the contact rod to extend relative to the slider when it is determined that the rail vehicle needs to stop at the target station, so as to attract the magnet on the rail vehicle, and to drive the contact rod to retract relative to the slider when the stopping time ends.
[0030] Specifically, see Figure 2 The aforementioned sliding part includes the aforementioned slider and contact rod. The contact rod passes through the slider, allowing the slider to slide on the resistive portion of the sliding rheostat R3. A magnet can be installed on the rail vehicle, and when it is determined that the rail vehicle needs to stop at the target station, the contact rod is extended relative to the slider via a motor control. The slider is connected to one end of the sliding rheostat R3 via a spring, which keeps the slider at the station-entry end of the sliding rheostat R3 when no external force is applied. Then, when the position of the magnet installed on the rail vehicle reaches the station-entry end of the sliding rheostat R3, the contact rod engages with the magnet on the rail vehicle, causing the rail vehicle to move the slider along the sliding rheostat R3; for example, a magnet can be installed on the rail vehicle. Figure 2 The disc portion at one end of the contact rod shown is configured as a magnet, thereby enabling the contact rod to engage with the magnet on the rail vehicle.
[0031] Therefore, it is possible to determine whether a rail vehicle has come to a complete stop using a simpler structure, thereby saving costs, increasing reliability, and reducing the time required for judgment.
[0032] In one embodiment of the present invention, the detection circuit 101 further includes a second voltage divider circuit and a second voltage detection sub-circuit. The second voltage divider circuit is connected in series with the sliding rheostat R3 and the first voltage divider circuit 1012. The series-connected second voltage divider circuit, sliding rheostat R3, and first voltage divider circuit 1012 are connected in parallel with the power supply DC. The second voltage detection sub-circuit is connected in parallel with the series-connected second voltage divider circuit and sliding rheostat R3. The controller 102 is also used to determine whether the rail vehicle has stopped steadily and accurately at the target station based on the second voltage detection value detected by the second voltage detection sub-circuit.
[0033] Specifically, when obtaining the first range and first interval corresponding to the first voltage detection sub-circuit 1023, the second range and second interval corresponding to the second voltage detection sub-circuit can also be obtained, and the second normal voltage range and second normal rate of change range corresponding to the second voltage detection value are preset. Furthermore, during the secondary self-test process after determining that the rail vehicle needs to stop at the target station, the second voltage detection value detected by the second voltage detection sub-circuit can also be obtained, and it can be determined whether the current second voltage detection value is the second preset voltage, which is the voltage value that the second voltage detection sub-circuit should detect when the sliding part is located at the station-entry direction end of the sliding rheostat R3. If the first voltage detection value is the first preset voltage, or the second voltage detection value is the second preset voltage, then the secondary self-test is considered passed, and the sliding part is controlled to connect to the rail vehicle. If the first voltage detection value is not the first preset voltage and the second voltage detection value is not the second preset voltage, then the secondary self-test is considered failed, and a fault is determined to have occurred.
[0034] Furthermore, after the secondary self-test is deemed passed, during the process of the rail vehicle driving the sliding part to slide on the sliding rheostat R3, both the first and second voltage detection values change until the rail vehicle stops moving and the first and second voltage detection values no longer change. The detection results of the first voltage detection sub-circuit 1023 and the second voltage detection sub-circuit can then be judged. When the first voltage detection value changes, it is determined whether the first rate of change of the first voltage detection value is within the first range; when the second voltage detection value changes, it is determined whether the second rate of change of the second voltage detection value is within the second range; and when the first voltage detection value remains unchanged, it is determined whether the first voltage detection value is within the first interval; when the second voltage detection value remains unchanged, it is determined whether the second voltage detection value is within the second interval. If the first rate of change is within the first range and the first voltage detection value is within the first interval, or if the second rate of change is within the second range and the second voltage detection value is within the second interval, then it is determined that the rail vehicle has come to a complete stop at the target station. If none of the conditions are met, it can be determined that the rail vehicle has not come to a complete stop. Jump control is then applied to the rail vehicle, and the process of determining whether the vehicle has come to a complete stop is returned to the above-mentioned procedure. This process is repeated until the rail vehicle is determined to have come to a complete stop.
[0035] In determining whether a rail vehicle has come to a complete stop, it can be determined whether the first voltage detection value is within the first normal voltage range, whether the first rate of change is within the first normal rate of change range, whether the second voltage detection value is within the second normal voltage range, and whether the second rate of change is within the second normal rate of change range. If either the first voltage detection subcircuit 1023 or the second voltage detection subcircuit shows a voltage detection value outside the normal voltage range and a rate of change outside the normal rate of change range, then the corresponding voltage detection subcircuit is considered faulty, and another voltage detection subcircuit is selected to determine whether the rail vehicle has come to a complete and accurate stop. If both the first voltage detection subcircuit 1023 and the second voltage detection subcircuit show voltage detection values outside the normal voltage range and rates of change outside the normal rate of change range, then both voltage detection subcircuits are considered faulty, and a fault alarm is triggered.
[0036] Optionally, the above method for determining whether a rail vehicle has come to a complete stop can also be to determine whether the first voltage detection value and the second voltage detection value have changed, that is, to directly determine whether the rail vehicle has come to a complete stop based on whether the first voltage detection value and the second voltage detection value have changed.
[0037] Therefore, it is possible to determine whether a rail vehicle has come to a complete stop at the target station by using two voltage detection sub-circuits, thereby achieving dual detection and improving the reliability and safety of the detection.
[0038] The following is a detailed description of the rail vehicle parking detection device 100 according to an embodiment of the present invention, with reference to a specific example.
[0039] In this specific example, the detection circuit 101 can be as follows: Figure 3 As shown, the first voltage divider circuit 1012 includes a first resistor R1, and the second voltage divider circuit includes a second resistor R2. The second resistor R2, the sliding rheostat R3, and the first resistor R1 are connected in series. The series-connected second resistor R2, sliding rheostat R3, and first resistor R1 are connected in parallel with the DC power supply. The aforementioned first voltage detection subcircuit 1023 includes a first voltmeter V1, and the second voltage detection subcircuit includes a second voltmeter V2. The end of the sliding rheostat R3 connected to the first resistor R1 is the station approach end, and the allowable error for the rail vehicle stopping is ±30cm. In this specific example, the stability of the rail vehicle is determined directly by whether the first and second voltage detection values change. The sliding rheostat R3 adopts the following... Figure 2 The structure is shown above. The sliding rheostat R3 is installed horizontally below the platform and along the direction of entry. The resistive part of the sliding rheostat R3 is 1 meter long, that is, the range of movement of the slider is 1 meter. At this time, the reading of V1 = 24*R3 / (R1+R2+R3) and the reading of V2 = 24*(R2+R3) / (R1+R2+R3).
[0040] See Figure 4 V1 is the reading of the first voltmeter V1, i.e., the first voltage detection value, and V2 is the reading of the second voltmeter V2, i.e., the second voltage detection value. Specifically, firstly, the first interval, second interval, first preset voltage, second preset voltage, first normal voltage range, first normal rate of change range, second normal voltage range, and second normal rate of change range corresponding to the first voltmeter V1 and the second voltmeter V2 are obtained. Specifically, the voltage changes of the first voltmeter V1 and the second voltmeter V2 during the process of the rail vehicle entering the station and coming to a complete stop can be obtained, for example, as shown in the figure below. Figure 5 As shown in the diagram, V1L and V1H, V2L and V2H are the voltage values of voltmeters V1 and V2 when the train is ±30cm from the stopping point. Therefore, the first normal voltage range can be determined to be 0–12V, the second normal voltage range to be 12–18V, the first preset voltage to be 0V, and the second preset voltage to be 12V. Based on the set stopping position, allowable error, etc. Figure 5 The voltage variations shown indicate that the first range is 6.2–9.5V, and the second range is 15.1–16.7V. Furthermore, based on actual measurements, the first normal rate of change range can be pre-determined to be 0.1–1, and the second normal rate of change range to be 0.1–2.
[0041] Furthermore, during actual operation, a self-check can be performed first to determine whether the first voltmeter V1 and the second voltmeter V2 are normal. If the first voltmeter V1 and the second voltmeter V2 are normal, preparations can be made to determine whether the rail vehicle has come to a complete stop. If it is determined that a rail vehicle needs to stop at the target station, a second self-check can be performed first. The first voltage detection value and the second voltage detection value are obtained, and it is determined whether the first voltage detection value is 0V and the second voltage detection value is 12V. If the first voltage detection value is not 0V and the second voltage detection value is not 12V, a fault alarm is triggered.
[0042] If the first voltage detection value is 0V or the second voltage detection value is 12V, the contact rod extends relative to the slider via motor control. When the rail vehicle passes by, the contact rod will be attracted to the magnet on the rail vehicle, and the rail vehicle will drive the slider to slide on the sliding rheostat R3, causing the first voltage detection value and the second voltage detection value to change.
[0043] During the process of changes in the aforementioned detected values, it is determined whether the first voltage detected value is within the first normal voltage range, whether the first rate of change is within the first normal rate of change range, whether the second voltage detected value is within the second normal voltage range, and whether the second rate of change is within the second normal rate of change range. If either the first voltage detection subcircuit 1023 or the second voltage detection subcircuit shows a voltage detected value outside the normal voltage range and a rate of change outside the normal rate of change range, then the corresponding voltage detection subcircuit is determined to be faulty, and another voltage detection subcircuit is selected to determine whether the rail vehicle has come to a stable and accurate stop. For example, if the first voltage detected value is outside the 0-12V range and the first rate of change is outside the 0.1-1 range, then the first voltmeter V1 is determined to be faulty, and the second voltmeter V2 is used to determine whether the rail vehicle has come to a stable and accurate stop. If either the first voltage detection subcircuit 1023 or the second voltage detection subcircuit shows a voltage detected value outside the normal voltage range and a rate of change outside the normal rate of change range, then a fault alarm is triggered.
[0044] Optionally, if the voltage detection value of the first voltage detection sub-circuit 1023 or the second voltage detection sub-circuit is outside the normal voltage range and the rate of change is outside the normal rate of change range, the fault situation can be judged in conjunction with the secondary self-test results. If the voltage value of the second voltmeter V2 is not 12V during the secondary self-test stage, and the first voltage detection value is not within the range of 0 to 12V and the first rate of change is not within the range of 0.1 to 1 during the determination of whether the circuit has stopped, then a fault alarm is triggered; or, if the voltage value of the first voltmeter V1 is not 0V during the secondary self-test stage, and the second voltage detection value is not within the range of 12 to 18V and the first rate of change is not within the range of 0.1 to 2 during the determination of whether the circuit has stopped, then a fault alarm is triggered.
[0045] Furthermore, if the first voltage detection value and the second voltage detection value do not change, it is determined that the rail vehicle has come to a complete stop, and thus it is determined whether the rail vehicle has stopped accurately.
[0046] Specifically, when the first voltage detection value and the second voltage detection value do not change, it is determined whether the first voltage detection value is within the range of 6.2 to 9.5V and whether the second voltage detection value is within the range of 15.1 to 16.7V. If either one is satisfied, it is determined that the rail vehicle has come to a complete stop.
[0047] If, during the process of a rail vehicle entering the station, both the first rate of change and the second rate of change suddenly change, and the rate of change at the time of the sudden change is not within the corresponding normal rate of change range, then it can be considered that the rail vehicle has slipped or runaway.
[0048] Furthermore, when the parking time of the rail vehicle ends, for example, after the rail vehicle has completed the passenger boarding and alighting service and both the platform door and the car door are closed, the motor-controlled contact rod retracts, and the slider returns to the end in the direction of entering the station under the action of the spring.
[0049] It should be noted that before the motor-controlled contact rod retracts, a self-test can be performed to determine whether the first voltmeter V1 and the second voltmeter V2 are normal. If both are normal, the motor-controlled contact rod retracts, the sliding rheostat slider returns to the side of the station entry direction, and preparations are made to perform another test to determine whether the stop is stable and accurate. If not, the motor-controlled contact rod retracts, the sliding rheostat slider returns to the side of the station entry direction, and an alarm message is issued.
[0050] Optionally, the voltage value of the power supply DC, the resistance value of the first resistor R1, the resistance value of the second resistor R2, and the resistance value of the sliding rheostat R3 can all be adjusted according to actual needs.
[0051] In summary, the rail vehicle stopping detection device of this invention, by setting a sliding rheostat and allowing the sliding part of the rheostat to be connected to the rail vehicle, enables the sliding part to slide along the rheostat as the rail vehicle moves. This allows for precise monitoring of the rail vehicle's position and operating status, and can determine whether the rail vehicle has stopped accurately based on its position and whether it has come to a complete stop based on its operating status. Since it directly acquires the rail vehicle's status and determines the relative position between the rail vehicle and the platform, it can promptly detect any unexpected situations such as slippage or runaway, making it more direct, reliable, and safe. Even in the event of unexpected situations such as train-to-ground communication failures, it can still determine whether the rail vehicle has stopped accurately or completely. Furthermore, by setting up a first voltage detection sub-circuit and a second voltage detection sub-circuit, dual verification is achieved, resulting in a higher fault tolerance rate. Using a sliding rheostat to determine the rail vehicle's status is simple in structure and low in cost. Meanwhile, the voltage value and the rate of change of the voltage value detected by the voltage detection sub-circuit are used to judge whether the rail vehicle has stopped stably and accurately, which can achieve a more accurate judgment. For example, if the voltage detection value exceeds the corresponding normal voltage range during the rail vehicle's entry into the station, the judgment can still be made as long as the rate of change of voltage still meets the requirements.
[0052] Furthermore, the present invention proposes a method for parking rail vehicles.
[0053] Figure 6 This is a flowchart of a method for parking a rail vehicle according to an embodiment of the present invention.
[0054] In this embodiment of the invention, the docking detection method is implemented based on a detection circuit. The detection circuit is set at the target station and includes a power supply, a first voltage divider circuit, a sliding rheostat, and a first voltage detection sub-circuit. The first voltage divider circuit is connected in series with the sliding rheostat. The first voltage divider circuit and the sliding rheostat are connected in parallel with the power supply. The sliding rheostat is set along the approach direction of the target station. The sliding part of the sliding rheostat is set at the approach direction end of the sliding rheostat to connect to the approaching rail vehicle and slide relative to the approach direction end of the sliding rheostat under the drive of the rail vehicle. The first voltage detection sub-circuit is connected in parallel with the effective resistance of the sliding rheostat or the first voltage divider circuit.
[0055] like Figure 6 As shown, the methods for detecting the stopping of rail vehicles include:
[0056] S61, obtain the first voltage detection value obtained by the first voltage detection sub-circuit.
[0057] S62 determines whether the rail vehicle has come to a complete stop at the target platform based on the first voltage detection value.
[0058] In one embodiment of the present invention, the detection circuit further includes a second voltage divider circuit and a second voltage detection sub-circuit. The second voltage divider circuit is connected in series with the sliding rheostat and the first voltage divider circuit. The series-connected second voltage divider circuit, the sliding rheostat, and the first voltage divider circuit are connected in parallel with the power supply. The second voltage detection sub-circuit is connected in parallel with the series-connected second voltage divider circuit and the sliding rheostat. The method for detecting the stopping of the rail vehicle further includes: obtaining the second voltage detection value detected by the second voltage detection sub-circuit; and determining whether the rail vehicle has stopped stably and accurately at the target station based on the second voltage detection value.
[0059] In one embodiment of the present invention, when the first voltage detection sub-circuit is connected in parallel with the sliding rheostat, determining whether the rail vehicle has come to a complete stop at the target station based on the first voltage detection value and the second voltage detection value includes: when the first voltage detection value changes, determining whether the first rate of change of the first voltage detection value is within a first range; when the second voltage detection value changes, determining whether the second rate of change of the second voltage detection value is within a second range; and when the first voltage detection value remains unchanged, determining whether the first voltage detection value is within a first interval; and when the second voltage detection value remains unchanged, determining whether the second voltage detection value is within a second interval. If the first rate of change is within a first range and the first voltage detection value is within a first interval, or if the second rate of change is within a second range and the second voltage detection value is within a second interval, then it is determined that the rail vehicle has come to a complete stop at the target station.
[0060] In one embodiment of the present invention, the above-mentioned rail vehicle stopping detection method further includes: determining whether the rail vehicle needs to stop at the target station, and judging whether the first voltage detection value is a first preset voltage and whether the second voltage detection value is a second preset voltage; if the first voltage detection value is the first preset voltage, or the second voltage detection value is the second preset voltage, then the contact rod of the sliding part is extended relative to the slider of the sliding part by the motor to attract the magnet of the rail vehicle entering the station, so that the sliding part moves with the rail vehicle; and determining that the stopping time of the rail vehicle has ended, then the contact rod is retracted relative to the slider by the motor.
[0061] In one embodiment of the present invention, if the first voltage detection value is not in the first interval and the second voltage detection value is in the second interval, then the rail vehicle is subjected to jump control and the judgment process of stopping smoothly and accurately is returned.
[0062] It should be noted that for other specific embodiments of the rail vehicle docking detection method of the present invention, please refer to the above-described rail vehicle docking detection device.
[0063] The rail vehicle stopping detection method of this invention uses a sliding rheostat with a sliding part that can be connected to the rail vehicle. After connection, the sliding part moves along the rheostat as the rail vehicle moves, enabling precise monitoring of the rail vehicle's position and operating status. It can determine whether the rail vehicle is stopped accurately based on its position and whether it is stationary based on its operating status. Because it directly acquires the rail vehicle's status and determines its relative position to the platform, it can promptly detect any unexpected situations such as slippage or runaway, making it more direct, reliable, and safe. Even in the event of unexpected situations such as train-to-ground communication failures, it can still determine whether the rail vehicle is stopped accurately or stationary. Furthermore, by setting up a first voltage detection sub-circuit and a second voltage detection sub-circuit, dual verification is achieved, resulting in higher fault tolerance. Using a sliding rheostat to determine the rail vehicle's status is simple in structure and low in cost. Meanwhile, the voltage value and the rate of change of the voltage value detected by the voltage detection sub-circuit are used to determine whether the rail vehicle has come to a complete stop, which can achieve a more accurate judgment.
[0064] Furthermore, this invention proposes a parking detection system for rail vehicles.
[0065] Figure 7 This is a structural block diagram of a rail vehicle docking detection system according to an embodiment of the present invention.
[0066] like Figure 7As shown, the rail vehicle docking detection system 1000 includes a rail vehicle 200 and the aforementioned rail vehicle docking detection device 100.
[0067] The rail vehicle stopping detection system of this invention uses a sliding rheostat with a sliding part that can be connected to the rail vehicle. After connection, the sliding part moves along the rheostat as the rail vehicle moves, enabling precise monitoring of the rail vehicle's position and operating status. It can determine whether the rail vehicle is stopped accurately based on its position and whether it is stationary based on its operating status. Because it directly acquires the rail vehicle's status and determines its relative position to the platform, it can promptly detect any unexpected situations such as slippage or runaway, making it more direct, reliable, and safe. Even in the event of unexpected situations such as train-to-ground communication failures, it can still determine whether the rail vehicle is stopped accurately or stationary. Furthermore, by setting up a first voltage detection sub-circuit and a second voltage detection sub-circuit, it achieves double verification, resulting in higher fault tolerance. Using a sliding rheostat to determine the rail vehicle's status is simple in structure and low in cost. Meanwhile, the voltage value and the rate of change of the voltage value detected by the voltage detection sub-circuit are used to determine whether the rail vehicle has come to a complete stop, which can achieve a more accurate judgment.
[0068] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.
[0069] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.
[0070] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0071] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.
[0072] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0073] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.
[0074] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0075] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.
Claims
1. A parking detection device for rail vehicles, characterized in that, include: A detection circuit is installed at the target station. The detection circuit includes a power supply, a first voltage divider circuit, a sliding rheostat, and a first voltage detection circuit. The first terminal of the power supply is connected to the first terminal of the first voltage divider circuit. The second terminal of the first voltage divider circuit is connected to the first fixed terminal of the sliding rheostat. The second fixed terminal of the sliding rheostat is connected to the second terminal of the power supply. The sliding rheostat is installed along the approach direction of the target station. The sliding part of the sliding rheostat is installed at the approach direction end of the sliding rheostat to connect to the approaching rail vehicle and slide relative to the approach direction end of the sliding rheostat under the drive of the rail vehicle. The first voltage detection circuit is connected in parallel with the effective resistance of the sliding rheostat or the first voltage divider circuit. The controller is connected to the first voltage detection sub-circuit. The controller is used to determine that the rail vehicle has stopped accurately at the target station when the first voltage detection value detected by the first voltage detection sub-circuit is within a preset first interval and the first rate of change of the first voltage detection value is within a preset first range.
2. The parking detection device for rail vehicles as described in claim 1, characterized in that, The sliding rheostat includes a slider and a contact rod, and the stopping detection device also includes a motor. The controller is also connected to the motor and is used to extend the contact rod relative to the slider by the motor when it is determined that the rail vehicle needs to stop at the target station, so as to attract the magnet on the rail vehicle, and to retract the contact rod relative to the slider by the motor when the stop time ends.
3. The parking detection device for rail vehicles as described in claim 1, characterized in that, The detection circuit further includes a second voltage divider circuit and a second voltage detection circuit. The second voltage divider circuit is connected in series with the sliding rheostat and the first voltage divider circuit. The second voltage divider circuit, the sliding rheostat, and the first voltage divider circuit connected in series are connected in parallel with the power supply. The second voltage detection circuit is connected in parallel with the second voltage divider circuit and the sliding rheostat connected in series. The controller is further configured to determine whether the rail vehicle has come to a complete stop at the target station based on the second voltage detection value obtained by the second voltage detection sub-circuit.
4. The parking detection device for rail vehicles as described in claim 1, characterized in that, The sliding part of the sliding rheostat is connected to one end of the sliding rheostat via a spring. The spring is used to keep the sliding part at the feed direction end of the sliding rheostat when there is no external force.
5. A method for detecting the stopping of a rail vehicle, characterized in that, The docking detection method is based on a detection circuit installed at the target station. The detection circuit includes a power supply, a first voltage divider circuit, a sliding rheostat, and a first voltage detection subcircuit. The first terminal of the power supply is connected to the first terminal of the first voltage divider circuit. The second terminal of the first voltage divider circuit is connected to the first fixed terminal of the sliding rheostat. The second fixed terminal of the sliding rheostat is connected to the second terminal of the power supply. The sliding rheostat is positioned along the approach direction of the target station. The sliding part of the sliding rheostat is located at the approach direction end of the sliding rheostat to connect to the approaching rail vehicle and slides relative to the approach direction end of the sliding rheostat under the drive of the rail vehicle. The first voltage detection subcircuit is connected in parallel with the effective resistance of the sliding rheostat or the first voltage divider circuit. The detection method includes: Obtain the first voltage detection value obtained by the first voltage detection sub-circuit; When the first voltage detection value is within a preset first interval and the first rate of change of the first voltage detection value is within a preset first range, it is determined that the rail vehicle has come to a stable and accurate stop at the target station.
6. The method for detecting the stopping of a rail vehicle as described in claim 5, characterized in that, The detection circuit further includes a second voltage divider circuit and a second voltage detection circuit. The second voltage divider circuit is connected in series with the sliding rheostat and the first voltage divider circuit. The series-connected second voltage divider circuit, the sliding rheostat, and the first voltage divider circuit are connected in parallel with the power supply. The second voltage detection circuit is connected in parallel with the series-connected second voltage divider circuit and the sliding rheostat. The docking detection method further includes: Obtain the second voltage detection value obtained by the second voltage detection sub-circuit; Based on the second voltage detection value, it is determined whether the rail vehicle has come to a complete stop at the target platform.
7. The method for detecting the stopping of a rail vehicle as described in claim 6, characterized in that, When the first voltage detection subcircuit is connected in parallel with the sliding rheostat, determining whether the rail vehicle has come to a complete stop at the target platform based on the first voltage detection value and the second voltage detection value includes: When the first voltage detection value changes, it is determined whether the first rate of change of the first voltage detection value is within a first range; when the second voltage detection value changes, it is determined whether the second rate of change of the second voltage detection value is within a second range; and when the first voltage detection value remains unchanged, it is determined whether the first voltage detection value is within a first interval; and when the second voltage detection value remains unchanged, it is determined whether the second voltage detection value is within a second interval. If the first rate of change is within the first range and the first voltage detection value is within the first interval, or if the second rate of change is within the second range and the second voltage detection value is within the second interval, then it is determined that the rail vehicle has come to a complete stop at the target station.
8. The method for detecting the stopping of a rail vehicle as described in claim 7, characterized in that, The docking detection method also includes: If it is determined that the rail vehicle needs to stop at the target station, then it is determined whether the first voltage detection value is a first preset voltage and whether the second voltage detection value is a second preset voltage. If the first voltage detection value is a first preset voltage, or if the second voltage detection value is a second preset voltage, then the contact rod of the sliding part is extended relative to the slider of the sliding part by the motor, so as to attract the magnet of the entering rail vehicle, causing the sliding part to move together with the rail vehicle; and Once the stopping time of the rail vehicle is determined to be over, the contact rod is retracted relative to the slider by the motor.
9. The method for detecting the stopping of a rail vehicle as described in claim 7, characterized in that, If the first voltage detection value is not in the first interval and the second voltage detection value is in the second interval, then the rail vehicle is subjected to jump control and the process of judging whether it has come to a complete stop is returned.
10. A parking detection system for rail vehicles, characterized in that, Includes rail vehicles and a parking detection device for rail vehicles as described in any one of claims 1-4.
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