Skid train positioning method and electronic equipment

Abstract

The invention provides a positioning method of a slipping train and electronic equipment. The train comprises a first vehicle-mounted controller and a second vehicle-mounted controller. The method comprises the following steps that under the conditions that the first vehicle-mounted controller judges that the train slips and the second vehicle-mounted controller judges that the train does not slip, the first vehicle-mounted controller controls the train within the duration safety tolerance, the position and the speed of the first vehicle-mounted controller are adopted, and the second vehicle-mounted controller controls the train to slip according to the position and the speed of the second vehicle-mounted controller. Positioning of the train is achieved according to the position error and the speed error; and after the duration time safety tolerance is exceeded, the second vehicle-mounted controller controls the train, and positioning of the train is achieved by adopting the position and the speed of the second vehicle-mounted controller. According to the scheme, the train can still be accurately positioned under the condition that the train slips, continuous train control is achieved, and operation influences are avoided.

Description

Technical Field

[0001] The invention relates to the technical field of urban rail transit, and in particular to a positioning method and electronic equipment for a skidding train. Background Art

[0002] The existing CBTC (Communication Based Train Control System) measures the train speed through a speed sensor installed on the train axle. When the vehicle axle speed is less than the vehicle's travel speed, slippage occurs. The loss of train position caused by the slippage of urban rail transit trains has a huge impact on operations. How to maintain accurate positioning of trains in slippage conditions in high-density operating interval lines is a technical challenge. Although there are some speed measurement technologies that use non-axle mounted sensors, these technologies have not yet solved the problem of safety assessment and cannot be used independently for safety applications. Therefore, how to maintain accurate positioning of trains in the event of train slippage is a technical problem that needs to be solved urgently. Summary of the invention

[0003] The embodiments of the present application provide a method and electronic device for positioning a skidding train, which can achieve accurate positioning of the train even when the train skids.

[0004] An embodiment of the present application provides a method for positioning a skidding train, wherein the train includes a first onboard controller and a second onboard controller; the method includes the following steps: when the first onboard controller determines that the train is skidding and the second onboard controller determines that the train is not skidding, within a duration safety tolerance, the first onboard controller controls the train and uses the position and speed, as well as the position error and speed error of the first onboard controller to achieve positioning of the train; after exceeding the duration safety tolerance, the second onboard controller controls the train and uses the position and speed of the second onboard controller to achieve positioning of the train.

[0005] In one embodiment, the method also includes: during the process of the second on-board controller controlling the train, the first on-board controller reads the transponder in front and detects whether the train is still in a slipping state; if the first on-board controller detects that the train is not in a slipping state, the first on-board controller restores the train positioning function and becomes a backup on-board controller.

[0006] In one embodiment, if the first onboard controller detects that the train is still in a slipping state, the first onboard controller continues to read the next transponder ahead until the first onboard controller detects that the train is not in a slipping state.

[0007] In one embodiment, the balises are arranged at a spacing distance that is the product of the duration safety margin and the average operating speed of the train.

[0008] In one embodiment, the method also includes: when both the first on-board controller and the second on-board controller determine that the train is slipping, the first on-board controller and the second on-board controller take turns commanding the train traction system to make the corresponding bogie cut off the normal brake as soon as possible; when the bogie of the first on-board controller cuts off the normal brake, the position and speed of the first on-board controller are used to achieve the positioning of the train; when the bogie of the second on-board controller cuts off the normal brake, the position and speed of the second on-board controller are used to achieve the positioning of the train.

[0009] In one embodiment, the first time includes a response delay time and an effective removal time.

[0010] In one embodiment, within the response delay time, the first onboard controller uses the position and speed of the first onboard controller, as well as the position error and speed error, to achieve the positioning of the train; or, within the response delay time, the second onboard controller uses the position and speed of the second onboard controller, as well as the position error and speed error, to achieve the positioning of the train.

[0011] In one embodiment, the first onboard controller is located at the front of the train, and the second onboard controller is located at the rear of the train.

[0012] In one embodiment, the first onboard controller is located at the rear of the train, and the second onboard controller is located at the front of the train.

[0013] An embodiment of the present application further provides an electronic device, comprising: a processor; and a memory for storing instructions executable by the processor; wherein the processor is configured to execute the above-mentioned method for locating a skidding train.

[0014] The solution provided by the above embodiment of the present application can accurately locate the train even when the train is slipping, realize continuous train control, and avoid operational impact. At the same time, the solution of the present application will not change the CBTC system equipment architecture, and no new subsystem equipment is required. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solution of the embodiments of the present application, the drawings required for use in the embodiments of the present application are briefly introduced below.

[0016] Figure 1is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application;

[0017] Figure 2 It is a schematic diagram of a train entering a low adhesion area and the arrangement of transponders in the area provided in an embodiment of the present application;

[0018] Figure 3 It is a schematic diagram of two bogies equipped with speed sensors provided in an embodiment of the present application taking turns to cut off the common brakes. DETAILED DESCRIPTION

[0019] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0020] Similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0021] As mentioned above, CBTC measures the speed through the speed sensor installed on the axle of the train, and then sends the measured speed to the on-board controller. The on-board controller can determine the distance traveled by the train based on the speed and travel time of the train, and thus determine the position of the train. When the on-board controller determines the speed and position of the train, it can accurately locate the train.

[0022] However, when the speed of the train axle is less than the train's travel speed, the train will slip. In the case of slipping, the actual speed of the train and the speed measured by the speed sensor will deviate, so the on-board control system will not be able to locate the train.

[0023] In the related art, the processing of train position in the case of slippage generally relies on a single-end on-board controller device, which maintains the train positioning for a period of time by increasing the position error. Once the position error safety tolerance or duration safety tolerance is exceeded, the on-board device will immediately consider the positioning function to be invalid. Under the dual-end redundant on-board architecture, the front of the train and the parking space are respectively provided with an on-board controller. Generally, the on-board controller at the front of the train is called on-board controller A, and the on-board controller at the rear of the train is called on-board controller B. If on-board controller A detects slippage, and on-board controller B does not detect slippage or detects slippage but does not exceed the safety tolerance, on-board controller A can give up control of the train and switch to the other end of the on-board controller B to maintain the train positioning. However, once controller B also quickly enters slippage, the train will completely become an inaccurately positioned train. After the system triggers the emergency brake to stop, it is necessary to restore the positioning by continuously reading the two transponders again. The whole process requires a lot of manual operation, which seriously affects the continuity and stability of operation, and the service quality and operational safety are reduced.

[0024] Figure 1 1 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device 100 may be a vehicle-mounted controller for executing the method for locating a skidding train provided in an embodiment of the present application. Figure 1 As shown, the electronic device 100 includes: one or more processors 102, and one or more memories 104 storing processor executable instructions. The processor 102 is configured to execute the method for locating a skidding train provided in the following embodiment of the present application.

[0025] It is important to note that Figure 1 The electronic device in is only one possible device structure, and there are other possible device structures, which are not limited in this application.

[0026] The processor 102 can be a gateway, a smart terminal, or a device including a central processing unit (CPU), a graphics processing unit (GPU), or other forms of processing units with data processing capabilities and / or instruction execution capabilities. It can process data of other components in the electronic device 100 and control other components in the electronic device 100 to perform desired functions.

[0027] The memory 104 may include one or more computer program products, and the computer program product may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory (cache), etc. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 102 may run the program instructions to implement the positioning method of the skidding train described below. Various applications and various data may also be stored in the computer-readable storage medium, such as various data used and / or generated by the application.

[0028] In one embodiment, Figure 1 The electronic device 100 shown may also include an input device 106, an output device 108, and a data acquisition device 110, which are interconnected via a bus system 112 and / or other forms of connection mechanisms (not shown). Figure 1 The components and structures of the electronic device 100 shown are merely exemplary and non-limiting. The electronic device 100 may also have other components and structures as required.

[0029] The input device 106 may be a device for a user to input instructions, and may include one or more of a keyboard, a mouse, a microphone, a touch screen, etc. The output device 108 may output various information (e.g., images or sounds) to the outside (e.g., a user), and may include one or more of a display, a speaker, etc. The data acquisition device 110 may acquire the train speed measured by the rotation speed sensor.

[0030] In one embodiment, the various components in the example electronic device 100 for implementing the method for locating a skidding train of an embodiment of the present application may be integrated or dispersed, such as integrating the processor 102, memory 104, input device 106 and output device 108 into one, while separating the data acquisition device 110.

[0031] In one embodiment, the example electronic device 100 for implementing the method for positioning a skidding train according to an embodiment of the present application may be implemented as an intelligent terminal such as a smart phone, a tablet computer, a desktop computer, a server, a vehicle-mounted device, or the like.

[0032] As mentioned above, in the event of a train skidding, due to the difference between the speed of the speed sensor and the actual speed of the train, the onboard controller cannot accurately position the train, and the train will operate in an unsafe state.

[0033] In order to solve the above problems, an embodiment of the present application provides a method for positioning a skidding train, so as to achieve accurate positioning of the train when the train skids.

[0034] The train includes a first onboard controller and a second onboard controller. In one case, the first onboard controller is located at the front of the train, and the second onboard controller is located at the rear of the train. In another case, the first onboard controller is located at the rear of the train, and the second onboard controller is located at the front of the train.

[0035] The above-mentioned method for positioning a skidding train specifically comprises the following steps:

[0036] When the first onboard controller determines that the train is slipping, and the second onboard controller determines that the train is not slipping, within the duration safety tolerance, the first onboard controller controls the train and uses the position and speed of the first onboard controller, as well as the position error and speed error, to achieve the positioning of the train; after exceeding the duration safety tolerance, the second onboard controller controls the train and uses the position and speed of the second onboard controller to achieve the positioning of the train. During the process of the second onboard controller controlling the train, the first onboard controller reads the transponder in front and detects whether the train is still in a slipping state; if the first onboard controller detects that the train is not in a slipping state, the first onboard controller restores the train positioning function and becomes a standby onboard controller. If the first onboard controller detects that the train is still in a slipping state, the first onboard controller continues to read the next transponder in front until the first onboard controller detects that the train is not in a slipping state. The spacing distance of the transponder arrangement is the product of the duration safety tolerance and the average operating speed of the train.

[0037] When both the first onboard controller and the second onboard controller determine that the train is slipping, the first onboard controller and the second onboard controller command the train traction system in turn so that the corresponding bogie cuts off the common brake within the first time; when the bogie of the first onboard controller cuts off the common brake, the position and speed of the first onboard controller are used to achieve the positioning of the train; when the bogie of the second onboard controller cuts off the common brake, the position and speed of the second onboard controller are used to achieve the positioning of the train. The first time includes a response delay time and an effective cutting time. During the response delay time, the first onboard controller uses the position and speed of the first onboard controller, as well as the position error and speed error, to achieve the positioning of the train; or, during the response delay time, the second onboard controller uses the position and speed of the second onboard controller, as well as the position error and speed error, to achieve the positioning of the train.

[0038] In one embodiment, the on-board controllers at both ends of the CBTC system synchronize real-time train position data, slip status, and speed data through the on-board network.

[0039] When the train enters the low adhesion area during braking, there are two situations: In the first situation, the axle at the front of the train (end A) in the running direction slips first, and the onboard controller A determines that the train has slipped; in the second situation, the onboard controllers at both ends detect slipping at the same time. In another situation, the onboard controller B at the rear of the train detects slipping first, which generally does not happen. If it does happen, it can be handled in the same way as the first situation. At this time, the first onboard controller is onboard controller A, and the second onboard controller is onboard controller B.

[0040] For the first case, that is, when the onboard controller A determines that the train is slipping, and the onboard controller B determines that the train is not slipping.

[0041] Within the duration safety margin T1, the onboard controller A maintains the train position and speed, but increases the position error and speed error. During this period, the controller A uses the position and speed calculated by the local end to control the train operation. At this time, the onboard controller A controls the train, and the onboard controller A uses the position calculated by the local end plus the position error, and uses the speed calculated by the local end plus the speed error to achieve the positioning of the train.

[0042] After exceeding T1, the onboard controller A gives up the train control right and the onboard controller B takes over the train control. At this time, the onboard controller B controls the train and the onboard controller B uses the position and speed calculated by the local end to realize the positioning of the train.

[0043] The onboard controller B synchronizes the non-slip train position and speed values ​​to the onboard controller A. The onboard controller A then uses the train position and speed calculated by the onboard controller B to estimate the position of the next transponder ahead and is ready to read the transponder at any time.

[0044] When the onboard controller B is controlling the train, the onboard controller A reads the next transponder in front and detects no slip based on the data from the axle sensor on this end. Then, the onboard controller A resumes the position and speed calculation and becomes a standby state.

[0045] Figure 2 Schematic diagram of a train entering a low adhesion area and the arrangement of transponders in the area provided in an embodiment of the present application. Figure 2 To ensure that the on-board controller A can read the next transponder as quickly as possible before the rear end enters the low adhesion area, the transponder layout density is increased in track areas with a high probability of slipping (mainly areas with large open-air ramps), and the layout interval D is calculated by multiplying T1 time by the average operating speed V in the area.

[0046] For the second case, that is, when both the onboard controller A and the onboard controller B determine that the train is slipping.

[0047] Since the onboard controllers at both ends detected the slip at the same time and there was no reliable position and speed data, the onboard controller ordered the vehicle traction system to remove the common brake on a bogie equipped with a speed sensor. After the common brake was removed, the speed sensor was equivalent to being installed on a free axle and was no longer affected by the slip. The onboard controller used the speed sensor of the bogie to measure the speed to maintain the measurement of the train position and speed. To avoid the risk of a single failure, during the slip process, the common brake removal of the bogie is performed alternately between different bogies (generally, two or four bogies are used at both ends of the CBTC to install sensors), and the removal time of each bogie is controlled within a fixed time T2. Once the onboard controller detects that the train is no longer slipping, the onboard controller stops commanding the removal of the common brake.

[0048] Figure 3 Schematic diagram of two bogies equipped with speed sensors provided in the embodiment of the present application taking turns to remove the common brake. Figure 3 Since the vehicle has a certain response delay time T3 when the common brake is removed, and T3 is less than T2, the onboard controller maintains train control by increasing the position and speed errors during T3. During the process of removing the common brakes of multiple bogies in turn, the timing of issuing the removal command to different bogies is controlled to ensure the continuity of the effective removal time T2-T3, and keep the common brake of one bogie removed during the slip duration.

[0049] The above embodiment can still accurately locate the train when the train slips, realize continuous train control, and avoid operational impact. At the same time, the solution of the above embodiment will not change the CBTC system equipment architecture, and no new subsystem equipment is required.

[0050] In several embodiments provided in the present application, the disclosed devices and methods can also be implemented in other ways. The device and method embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and a part of a module, a program segment or a code contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or the flowchart, and the combination of boxes in the block diagram and / or the flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0051] In addition, the functional modules in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0052] If the function is implemented in the form of a software function module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

Claims

1. A method for positioning a skidding train, characterized in that: The train includes a first onboard controller and a second onboard controller; the method includes the following steps: When the first onboard controller determines that the train is slipping, and the second onboard controller determines that the train is not slipping, The first onboard controller controls the train within a duration safety margin, and uses the position and speed, as well as the position error and speed error of the first onboard controller to achieve positioning of the train; After exceeding the duration safety margin, the second onboard controller controls the train and uses the position and speed of the second onboard controller to achieve positioning of the train.

2. The method for positioning a skidding train according to claim 1, characterized in that: The method further comprises: During the process of the second onboard controller controlling the train, the first onboard controller reads the transponder in front and detects whether the train is still in a slipping state; If the first on-board controller detects that the train is not in a slipping state, the first on-board controller restores the train positioning function and becomes a standby on-board controller.

3. The method for positioning a skidding train according to claim 2, characterized in that: If the first onboard controller detects that the train is still in a slipping state, the first onboard controller continues to read the next transponder ahead until the first onboard controller detects that the train is not in a slipping state.

4. The method for positioning a skidding train according to claim 3, characterized in that: The balises are arranged at a spacing distance which is the product of the duration safety margin and the average operating speed of the train.

5. The method for positioning a skidding train according to claim 1, characterized in that: The method further comprises: When both the first onboard controller and the second onboard controller determine that the train is slipping, The first onboard controller and the second onboard controller command the train traction system in turn so that the corresponding bogie removes the service brake in the first time; When the bogie of the first on-board controller cuts off the common brake, the position and speed of the first on-board controller are used to realize the positioning of the train; When the bogie of the second on-board controller cuts off the common brake, the position and speed of the second on-board controller are used to achieve the positioning of the train.

6. The method for positioning a skidding train according to claim 5, characterized in that: The first time includes a response delay time and an effective removal time.

7. The method for positioning a skidding train according to claim 1, characterized in that: During the response delay time, the first onboard controller uses the position and speed of the first onboard controller, as well as the position error and speed error, to achieve positioning of the train; or, During the response delay time, the second onboard controller uses the position and speed of the second onboard controller, as well as the position error and speed error, to achieve positioning of the train.

8. The method for positioning a skidding train according to claim 1, characterized in that: The first onboard controller is located at the front of the train, and the second onboard controller is located at the rear of the train.

9. The method for positioning a skidding train according to claim 1, characterized in that: The first onboard controller is located at the rear of the train, and the second onboard controller is located at the front of the train.

10. An electronic device, characterized in that: The electronic device comprises: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to execute the method for positioning a skidding train as described in any one of claims 1-9.

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