CN112874579A - Train door opening judging method and vehicle-mounted controller - Google Patents
Train door opening judging method and vehicle-mounted controller Download PDFInfo
- Publication number
- CN112874579A CN112874579A CN201911203490.4A CN201911203490A CN112874579A CN 112874579 A CN112874579 A CN 112874579A CN 201911203490 A CN201911203490 A CN 201911203490A CN 112874579 A CN112874579 A CN 112874579A
- Authority
- CN
- China
- Prior art keywords
- train
- door
- threshold
- stopping
- accumulated
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 33
- 238000005259 measurement Methods 0.000 claims abstract description 47
- 238000004590 computer program Methods 0.000 claims description 13
- 230000001186 cumulative effect Effects 0.000 description 5
- 230000006870 function Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000003672 processing method Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0058—On-board optimisation of vehicle or vehicle train operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/026—Relative localisation, e.g. using odometer
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a train door opening judging method and a vehicle-mounted controller, wherein the train door opening judging method comprises the following steps: acquiring a parking threshold value; acquiring an accumulated distance measurement error; and indicating whether the train opens the door or not according to the parking threshold and the accumulated distance measurement error. The train door opening judging method and the vehicle-mounted controller provided by the invention can simultaneously serve as judging conditions through the stopping threshold and accumulated distance measuring errors, so that the safety accident caused by the fact that a train opens a train door at an unreasonable position is avoided.
Description
Technical Field
The invention belongs to the field of rail transit, and particularly relates to a train door opening judging method and a vehicle-mounted controller.
Background
Under the automatic operation control mode of the rail vehicle train, whether the train is stopped or not needs to be judged when the train is opened. Generally, the judgment of whether a train is stopped or not is to theoretically judge whether the train is stopped or not, and in some special cases, for example, when a train station-entering transponder is lost, the train is theoretically judged to be stopped, and actually, the deviation between the train stopping position and the theoretical stopping position is large, at this time, if a train door is opened according to a theoretical judgment mode, the occurrence of a train safety accident is easily caused.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a train door opening judging method and a vehicle-mounted controller. According to the train door opening judging method, the stopping threshold value and the accumulated distance measuring error are simultaneously used as judging conditions, the problem that the deviation between the actual stopping position and the theoretical stopping position is large due to the fact that the station-entering transponder is lost is solved, and the safety accident caused by opening of a train door at an unreasonable position is avoided.
In order to achieve the above object, an embodiment according to a first aspect of the present invention provides a train door opening determination method, including: acquiring a parking threshold value; acquiring an accumulated distance measurement error; and indicating whether the train opens the door or not according to the parking threshold and the accumulated distance measurement error.
Therefore, according to the train door opening judging method provided by the embodiment of the first aspect of the invention, the train door opening at an unreasonable position is avoided and a safety accident is avoided by taking the stopping threshold and the accumulated distance measuring error as the judging conditions.
In some examples of the invention, the obtaining accumulated ranging error comprises: acquiring an accumulated traveling distance; and acquiring the accumulated distance measurement error according to the accumulated travelling distance.
In some examples of the invention, the accumulated running distance is a running distance between a stopping position of the train and a last transponder passed before the train stops.
In some examples of the present invention, the stopping threshold comprises a first stopping threshold indicating that the train opens the door automatically, wherein the indicating whether the train opens the door according to the stopping threshold and the accumulated ranging error comprises: when the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than a preset value, indicating the train to automatically open the door; when the train is stopped within the first stopping threshold value and the accumulated distance measuring error is larger than or equal to the preset value, the train is not allowed to automatically open the door; and when the train is not stopped within the first stopping threshold, not allowing the train to automatically open the door.
In some examples of the present invention, the stopping threshold further includes a second stopping threshold indicating that the train opens the door manually, wherein the indicating whether the train opens the door according to the stopping threshold and the accumulated ranging error further includes: when the train is stopped within the second stopping threshold value and the accumulated distance measuring error is smaller than the preset value, outputting a door allowing signal to allow the train to open the door; when the train is stopped within the second stopping threshold value and the accumulated distance measuring error is larger than or equal to the preset value, the train is not allowed to open the door; and when the train is not stopped within the second stopping threshold, not allowing the train to open the door.
An embodiment according to a second aspect of the invention proposes an on-board controller comprising: an acquisition module for acquiring a parking threshold and an accumulated range error; and the indicating module is used for indicating whether the train opens the door or not according to the parking threshold and the accumulated distance measurement error.
Therefore, the modules of the vehicle-mounted controller cooperate to judge the opening and closing of the train, and the safety accident caused by the opening of the train door at an unreasonable position is avoided.
In some examples of the invention, the stop threshold comprises a first stop threshold for indicating that the train is automatically opening a door, wherein the indication module is further configured to: when the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than a preset value, indicating the train to automatically open the door; when the train is stopped within the first stopping threshold value and the accumulated distance measuring error is larger than or equal to the preset value, the train is not allowed to automatically open the door; and when the train is not stopped within the first stopping threshold, not allowing the train to automatically open the door.
In some examples of the invention, the stop thresholds further include a second stop threshold for indicating that the train manually opens a door, wherein the indication module is further configured to: when the train is stopped within the second stopping threshold value and the accumulated distance measuring error is smaller than the preset value, outputting a door allowing signal to allow the train to open the door; when the train is stopped within the second stopping threshold value and the accumulated distance measuring error is larger than or equal to the preset value, the train is not allowed to open the door; and when the train is not stopped within the second stopping threshold, not allowing the train to open the door.
According to a third aspect of the present invention, a controller is provided, which includes a memory, a processor, a receiver, a transmitter, and a computer program stored in the memory and operable on the processor, and the processor executes the computer program to implement the train door opening determination method according to the first aspect of the present invention.
According to a fourth aspect of the present invention, a computer-readable storage medium is provided, in which a computer program is stored, and the computer program is configured to, when executed by a processor, implement the train door opening determination method according to the first aspect of the present invention.
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.
Drawings
Fig. 1 is a flowchart of a train door opening determination method according to an embodiment of the present invention;
fig. 2 is a flowchart of a train door opening determination method according to another embodiment of the present invention;
FIG. 3 is a schematic diagram of an onboard controller provided in accordance with an embodiment of the present invention;
fig. 4 is a schematic diagram of a controller according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
A train door opening determination method and an on-board controller according to an embodiment of the present invention are described in detail below with reference to fig. 1 to 4.
Fig. 1 illustrates a train door opening determination method according to an embodiment of the present invention.
In some embodiments, as shown in fig. 1, the train door opening determination method includes the following steps:
s101, a parking threshold value is obtained.
In some embodiments, for the door open determination of the train door, the stop threshold needs to be obtained first.
When the train is operated and stops, the train reaches a stopping position according to the train control parameters, and the stopping position is called a theoretical stopping position. If the train arrives at a parking position, and the parking position is the most accurate parking position, the parking position is called as an accurate parking position. In most cases, the theoretical parking position when the train parks is difficult to reach the precise parking position when the train parks, that is, a certain error exists. When the error is small, the train can be completely indicated to open the door without influencing the safety of the train and the safety of passengers. Therefore, a parking threshold needs to be obtained, and the parking threshold is used for determining whether the distance between the theoretical parking position and the accurate parking position of the train allows the train to open the door, and does not affect the safety of the train and the safety of passengers.
The stop threshold is a range value, and when the train stop position is within the stop threshold, the train is considered to be theoretically stopped. Thus, a stopping threshold is obtained that can be used to indicate whether the train is theoretically stopped.
S102, obtaining the accumulated distance measurement error.
In some embodiments, after obtaining the stopping threshold corresponding to the door opening determination of the train door, the accumulated distance measurement error needs to be obtained.
In step S101, a parking threshold is obtained, which may be used to indicate whether the train is theoretically parked. Generally, if the train is theoretically stopped by the train control parameters, the actual stopping position is not much different from the theoretical stopping position. However, when a fault condition occurs, for example, the inbound transponder is lost, a large deviation between the actual stopping position of the train and the theoretical stopping position of the train can be caused.
When the actual train parking position and the theoretical train parking position have large deviation due to the loss of the inbound transponder, the deviation value can be represented by acquiring accumulated ranging errors. When the accumulated distance measurement error is lower than a preset value, the difference between the actual stop position of the train and the theoretical stop position of the train is not large, and no fault similar to the loss of the route responder occurs; when the accumulated distance measurement error is higher than a preset value, the difference between the actual stop position of the train and the theoretical stop position of the train is larger, and a fault similar to the loss of the route responder occurs.
And S103, indicating whether the train opens the door or not according to the parking threshold and the accumulated distance measurement error.
In some embodiments, after the parking threshold and the accumulated ranging error are obtained, whether the train is opened or not can be indicated according to the parking threshold and the accumulated ranging error.
If the train is stopped within the range of the stopping threshold value and the accumulated distance measurement error is smaller than the preset value, the train can be indicated to open the door; if the train is stopped within the range of the stopping threshold value and the accumulated distance measurement error is larger than the preset value, the train is not allowed to open the door; and if the train is stopped within the range of the stop threshold value, the train is not allowed to open the door.
Therefore, the train door opening judging method provided by the invention takes the parking threshold value and the accumulated distance measuring error as the judging conditions at the same time, so that the problem of larger deviation of the actual parking position caused by the loss of the station-entering transponder is avoided, and the safety accident caused by opening the train door at an unreasonable position is avoided.
In some embodiments, as shown in fig. 2, step S102, namely obtaining the accumulated ranging error, further includes the following steps:
s201, acquiring an accumulated traveling distance;
s202, acquiring accumulated distance measurement errors according to the accumulated travelling distance.
In some embodiments, the accumulated distance traveled is the distance traveled between the train stop location and the last transponder passed before the train stopped. The accumulated distance measurement error is generated in the running process of the train, and the farther the running distance of the train is, the larger the accumulated distance measurement error is.
Under normal conditions, the train can enter the station and stop after passing through the station-entering transponder, therefore, the accumulated travelling distance under normal conditions is the distance between the station-entering transponder and the train stopping position, and at the moment, the accumulated distance measurement error is smaller because the distance between the station-entering transponder and the train stopping position is very short.
The position of the transponder in the electronic map is accurate, and after the train passes through the transponder, the position information stored in the transponder can be acquired, so that the accurate position of the train passing through the transponder can be acquired. After passing the transponder, the train position is calibrated, so that no accumulated range error exists.
Therefore, when the inbound transponder is lost, the train is not position calibrated before the inbound, resulting in a larger cumulative distance traveled and, in turn, a larger cumulative range error.
The cumulative distance measurement error is calculated by accumulating the travel distance, and is generally estimated by taking 2% of the accumulated travel distance. Therefore, the accumulated distance measurement error increases as the accumulated running distance increases.
In some embodiments, the stopping threshold comprises a first stopping threshold, and in step S103, indicating whether the train is open according to the stopping threshold and the accumulated ranging error, the method comprises the following steps:
when the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than a preset value, indicating the train to automatically open the door;
when the train is stopped within the first stopping threshold value and the accumulated distance measurement error is greater than or equal to a preset value, the train is not allowed to automatically open the door;
when the train is not stopping within the first stopping threshold, the train is not allowed to automatically open the door.
In some specific embodiments, the preset value is 50 cm, which is an empirical value, generally a width of one half of a half door.
In some embodiments, when the train stops within the first stop threshold, that is, the train is stopped accurately at the theoretical stop position, the difference between the train theoretical stop position and the train actual stop position is generally small, the train theoretical stop position can be approximated to the train actual stop position, and the safety of the train and passengers is not affected.
In order to prevent the problem of the arrival transponder, which causes too large deviation between the theoretical stop position of the train and the actual stop position of the train, the accumulated distance measurement error needs to be judged.
When the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than the preset value, the train is stopped at the actual stopping position, and the train can be allowed to automatically open the door at the moment without the control of a control console or a dispatcher.
When the train is stopped within the first stopping threshold value and the accumulated distance measurement error is larger than or equal to the preset value, the train is not stopped at the actual stopping position, and the train is not allowed to automatically open the door.
And when the train is not stopped within the first stopping threshold value, the train is not stopped at the theoretical stopping position, and the automatic door opening is not allowed.
In some embodiments, the stopping threshold further includes a second stopping threshold, and in step S103, the step of indicating whether the train is open or not according to the stopping threshold and the accumulated ranging error further includes the following steps:
when the train is stopped within a second stopping threshold value and the accumulated distance measurement error is smaller than a preset value, outputting a door allowing signal and allowing the train to open the door;
when the train is stopped within the second stopping threshold value and the accumulated distance measurement error is larger than or equal to a preset value, the train is not allowed to open the door;
when the train is not parked within the second parking threshold, the train is not allowed to open.
In some embodiments, the range of the second parking threshold is greater than the first parking threshold, indicating that parking accuracy is less within the range of the second parking threshold requirement. Thus, a train stopping within the first parking threshold represents a train stopping within the second parking threshold, but a train stopping within the second parking threshold does not necessarily represent a train stopping within the first parking threshold.
When the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than the preset value, the train is stopped at the actual stopping position, and a door allowing signal can be output to allow the train to open the door. At this time, although the train is allowed to open the door, the train needs to be opened under the control of a console or a dispatcher, and the door cannot be automatically opened.
When the train is stopped within the first stopping threshold value and the accumulated distance measurement error is larger than the preset value, the train is not stopped at the actual stopping position, and the train is not allowed to open the door at the moment.
And when the train is not stopped within the first stopping threshold value, the train is not stopped at the theoretical stopping position, and the door is not allowed to be opened.
In summary, both the first parking threshold and the second parking threshold may indicate that the train is opened, but the range of the first parking threshold is smaller than the range of the second parking threshold, that is, the first parking threshold has a higher requirement on the parking accuracy of the train, so the first parking threshold is used to indicate that the train is automatically opened, the second parking threshold cannot be used to indicate that the train is automatically opened, and the second parking threshold may indicate that the train outputs a door permission signal to allow the door to be opened, but the door needs to be manually opened, for example, by opening the door under the instruction of a console or a dispatcher.
In some specific embodiments, the first parking threshold value ranges from plus or minus 30 centimeters, and the second parking threshold value ranges from plus or minus 50 centimeters.
Fig. 3 illustrates an on-board controller 100 according to an embodiment of the present invention.
In some embodiments, as shown in fig. 3, the onboard controller 100 includes an acquisition module 10 and an indication module 20. The obtaining module 10 is configured to obtain a parking threshold and a cumulative ranging error, where the parking threshold includes a first parking threshold and a second parking threshold. The indication module 20 is configured to indicate whether the train is open according to the parking threshold and the accumulated ranging error.
In some specific embodiments, the acquisition module 10 acquires a first parking threshold, a second parking threshold, and a cumulative ranging error. The first parking threshold and the second parking threshold are a range of values, and when the train parking position is within the range of the first parking threshold or the second parking threshold, the train is considered to be theoretically parked.
The range of the first parking threshold is smaller than the second parking threshold, which represents that the vehicle is parked within the first parking threshold, and the vehicle must be parked within the second parking threshold, namely, the requirement of the first parking threshold on parking accuracy is higher than the second parking threshold. In one embodiment of the invention, the first parking threshold range is plus or minus 30 centimeters and the second parking threshold range is plus or minus 50 centimeters.
Generally, if the train is theoretically stopped by the train control parameters, the actual stopping position is not much different from the theoretical stopping position. However, when a fault condition occurs, for example, the inbound transponder is lost, a large deviation between the actual stopping position of the train and the theoretical stopping position of the train can be caused.
When the train actual parking position and the train theoretical parking position are greatly deviated due to the loss of the arrival transponder, whether the train actual parking position is accurate or not can be judged by acquiring accumulated ranging errors. When the accumulated distance measurement error is lower than a preset value, the difference between the actual stop position of the train and the theoretical stop position of the train is not large, and no fault similar to the loss of the route responder occurs; when the accumulated distance measurement error is higher than or equal to a preset value, the difference between the actual stopping position of the train and the theoretical stopping position of the train is larger, and a fault similar to the loss of the route transponder occurs.
In some embodiments, indication module 20 is further configured to:
when the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than a preset value, indicating the train to automatically open the door;
when the train is stopped within the first stopping threshold value and the accumulated distance measurement error is greater than or equal to a preset value, the train is not allowed to automatically open the door;
when the train is not stopping within the first stopping threshold, the train is not allowed to automatically open the door.
In some embodiments, when the train stops within the first stop threshold, that is, the train is stopped accurately at the theoretical stop position, the difference between the train theoretical stop position and the train actual stop position is generally small, the train theoretical stop position can be approximated to the train actual stop position, and the safety of the train and passengers is not affected.
In order to prevent the problem of the arrival transponder, which causes too large deviation between the theoretical stop position of the train and the actual stop position of the train, the accumulated distance measurement error needs to be judged.
When the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than the preset value, the train is stopped at the actual stopping position, and the indicating module 20 indicates the train to automatically open the door without the control of a control console or a dispatcher.
When the train is stopped within the first stopping threshold value and the accumulated distance measurement error is greater than or equal to the preset value, it represents that the actual stopping position of the train is not stopped, and at this time, the indication module 20 does not allow the train to automatically open the door.
When the train is not stopped within the first stopping threshold, which represents that the train is not stopped at the theoretical stopping position, the indication module 20 does not allow the automatic door opening.
In some embodiments, indication module 20 is further configured to:
when the train is stopped within a second stopping threshold value and the accumulated distance measurement error is smaller than a preset value, outputting a door allowing signal and allowing the train to open the door;
when the train is stopped within the second stopping threshold value and the accumulated distance measurement error is larger than or equal to a preset value, the train is not allowed to open the door;
when the train is not parked within the second parking threshold, the train is not allowed to open.
In some embodiments, the range of the second parking threshold is greater than the first parking threshold, indicating that parking accuracy is less within the range of the second parking threshold requirement. Thus, a train stopping within the first parking threshold represents a train stopping within the second parking threshold, but a train stopping within the second parking threshold does not necessarily represent a train stopping within the first parking threshold.
When the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than the preset value, it represents that the actual stopping position of the train is also stopped, and at this time, the indicating module 20 outputs a door allowing signal to allow the train to open the door. At this time, although the train is allowed to open the door, the train needs to be opened under the control of a console or a dispatcher, and the door cannot be automatically opened.
When the train stops within the first stopping threshold value and the accumulated distance measurement error is greater than the preset value, it represents that the actual stopping position of the train is not stopped, and at this time, the indication module 20 does not allow the train to open the door.
When the train is not stopped within the first stopping threshold, which represents that the train is not stopped at the theoretical stopping position, the indication module 20 does not allow the door to be opened.
In some embodiments, as shown in fig. 4, there is provided a controller 200, which includes a receiver 11, a memory 12, a processor 13, a transmitter 14, and a computer program stored in the memory and operable on the processor, wherein the processor 13 implements the steps of the train door opening determination method in the above embodiments when executing the computer program.
In some embodiments, a computer-readable storage medium 300 is provided, and the computer-readable storage medium 300 stores a computer program, and the computer program is executed by a processor to implement the steps of the vehicle map making processing method in the above embodiments
Other configurations and operations of the train door opening determination method and the on-board controller according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail herein.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A train door opening determination method is characterized by comprising the following steps:
acquiring a parking threshold value;
acquiring an accumulated distance measurement error;
and indicating whether the train opens the door or not according to the parking threshold and the accumulated distance measurement error.
2. The train door opening determination method according to claim 1, wherein the acquiring of the accumulated ranging error includes:
acquiring an accumulated traveling distance;
and acquiring the accumulated distance measurement error according to the accumulated travelling distance.
3. The train door opening determination method according to claim 2, wherein the accumulated running distance is a running distance between a stop position of the train and a last transponder that the train passes before stopping.
4. The train door opening determination method according to claim 1, wherein the stop threshold includes a first stop threshold indicating that the train is automatically opened, and wherein the indicating whether the train is opened according to the stop threshold and the accumulated ranging error includes:
when the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than a preset value, indicating the train to automatically open the door;
when the train is stopped within the first stopping threshold value and the accumulated distance measuring error is larger than or equal to the preset value, the train is not allowed to automatically open the door;
and when the train is not stopped within the first stopping threshold, not allowing the train to automatically open the door.
5. The train door opening determination method according to claim 4, wherein the stop threshold further includes a second stop threshold indicating that the train opens the door manually, wherein the indicating whether the train opens the door based on the stop threshold and the accumulated ranging error further includes:
when the train is stopped within the second stopping threshold value and the accumulated distance measuring error is smaller than the preset value, outputting a door allowing signal to allow the train to open the door;
when the train is stopped within the second stopping threshold value and the accumulated distance measuring error is larger than or equal to the preset value, the train is not allowed to open the door;
and when the train is not stopped within the second stopping threshold, not allowing the train to open the door.
6. An onboard controller, comprising:
an acquisition module for acquiring a parking threshold and an accumulated range error;
and the indicating module is used for indicating whether the train opens the door or not according to the parking threshold and the accumulated distance measurement error.
7. The vehicle controller of claim 6, wherein the stopping threshold comprises a first stopping threshold for instructing the train to automatically open a door, wherein the instructing module is further configured to:
when the train is stopped within the first stopping threshold value and the accumulated distance measurement error is smaller than a preset value, indicating the train to automatically open the door;
when the train is stopped within the first stopping threshold value and the accumulated distance measuring error is larger than or equal to the preset value, the train is not allowed to automatically open the door;
and when the train is not stopped within the first stopping threshold, not allowing the train to automatically open the door.
8. The on-board controller of claim 7, wherein the stopping threshold further comprises a second stopping threshold for instructing the train to manually open a door, wherein the instructing module is further configured to:
when the train is stopped within the second stopping threshold value and the accumulated distance measuring error is smaller than the preset value, outputting a door allowing signal to allow the train to open the door;
when the train is stopped within the second stopping threshold value and the accumulated distance measuring error is larger than or equal to the preset value, the train is not allowed to open the door;
and when the train is not stopped within the second stopping threshold, not allowing the train to open the door.
9. A controller comprising a memory, a processor, a receiver, a transmitter, and a computer program stored in the memory and executable on the processor, wherein the processor implements the train door opening determination method according to any one of claims 1 to 5 when executing the computer program.
10. A computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, implements the train door opening determination method according to any one of claims 1 to 5.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911203490.4A CN112874579A (en) | 2019-11-29 | 2019-11-29 | Train door opening judging method and vehicle-mounted controller |
| PCT/CN2020/132184 WO2021104439A1 (en) | 2019-11-29 | 2020-11-27 | Train door opening determination method and on-board controller |
| BR112022009651A BR112022009651A2 (en) | 2019-11-29 | 2020-11-27 | METHOD OF DETERMINING TRAIN DOOR OPENING AND ONBOARD CONTROLLER |
| US17/777,888 US20230025174A1 (en) | 2019-11-29 | 2020-11-27 | Train door opening determination method and on-board controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911203490.4A CN112874579A (en) | 2019-11-29 | 2019-11-29 | Train door opening judging method and vehicle-mounted controller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112874579A true CN112874579A (en) | 2021-06-01 |
Family
ID=76038823
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911203490.4A Pending CN112874579A (en) | 2019-11-29 | 2019-11-29 | Train door opening judging method and vehicle-mounted controller |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US20230025174A1 (en) |
| CN (1) | CN112874579A (en) |
| BR (1) | BR112022009651A2 (en) |
| WO (1) | WO2021104439A1 (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201566655U (en) * | 2009-11-23 | 2010-09-01 | 北京大成通号轨道交通设备有限公司 | Train stopping position detection system |
| CN102167064A (en) * | 2011-04-08 | 2011-08-31 | 南京工程学院 | RFID (radio frequency identification devices)-assisted subway train position detecting and accurate parking system |
| CN102229345A (en) * | 2011-05-16 | 2011-11-02 | 铁道部运输局 | Novel CTCS (Chine train control system)-level-3 train control system vehicle-mounted device based on wireless communication |
| WO2014199491A1 (en) * | 2013-06-13 | 2014-12-18 | 株式会社日立製作所 | Railroad vehicle door control system |
| CN106672025A (en) * | 2017-01-18 | 2017-05-17 | 湖南中车时代通信信号有限公司 | Method and system for detecting train positioning on basis of dynamic adjustment |
| WO2018020928A1 (en) * | 2016-07-26 | 2018-02-01 | 株式会社日立製作所 | Train automatic stop control device |
| CN110304113A (en) * | 2019-07-08 | 2019-10-08 | 上海电气泰雷兹交通自动化***有限公司 | A kind of method of adjust automatically train automatic Pilot stopping accuracy |
| CN110466535A (en) * | 2019-08-30 | 2019-11-19 | 中车株洲电力机车研究所有限公司 | A kind of system and method for intelligence rail Train door and station platform safety door linkage |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101598953B1 (en) * | 2014-04-17 | 2016-03-14 | 동아대학교 산학협력단 | City bus stop and door opening safety control system and method of the same |
| CN110356435B (en) * | 2019-06-12 | 2021-01-22 | 北京全路通信信号研究设计院集团有限公司 | Train automatic driving system based on electronic beacon |
-
2019
- 2019-11-29 CN CN201911203490.4A patent/CN112874579A/en active Pending
-
2020
- 2020-11-27 WO PCT/CN2020/132184 patent/WO2021104439A1/en active Application Filing
- 2020-11-27 US US17/777,888 patent/US20230025174A1/en active Pending
- 2020-11-27 BR BR112022009651A patent/BR112022009651A2/en unknown
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201566655U (en) * | 2009-11-23 | 2010-09-01 | 北京大成通号轨道交通设备有限公司 | Train stopping position detection system |
| CN102167064A (en) * | 2011-04-08 | 2011-08-31 | 南京工程学院 | RFID (radio frequency identification devices)-assisted subway train position detecting and accurate parking system |
| CN102229345A (en) * | 2011-05-16 | 2011-11-02 | 铁道部运输局 | Novel CTCS (Chine train control system)-level-3 train control system vehicle-mounted device based on wireless communication |
| WO2014199491A1 (en) * | 2013-06-13 | 2014-12-18 | 株式会社日立製作所 | Railroad vehicle door control system |
| WO2018020928A1 (en) * | 2016-07-26 | 2018-02-01 | 株式会社日立製作所 | Train automatic stop control device |
| CN106672025A (en) * | 2017-01-18 | 2017-05-17 | 湖南中车时代通信信号有限公司 | Method and system for detecting train positioning on basis of dynamic adjustment |
| CN110304113A (en) * | 2019-07-08 | 2019-10-08 | 上海电气泰雷兹交通自动化***有限公司 | A kind of method of adjust automatically train automatic Pilot stopping accuracy |
| CN110466535A (en) * | 2019-08-30 | 2019-11-19 | 中车株洲电力机车研究所有限公司 | A kind of system and method for intelligence rail Train door and station platform safety door linkage |
Non-Patent Citations (4)
| Title |
|---|
| 夏进波: "ATO在现有CTCS-2线路中的应用研究", 《高速铁路技术》 * |
| 杜成: "城际轨道交通信号列控***方案", 《中国铁路》 * |
| 梁小军: "地铁列车ATO模式对标不准原因分析", 《铁道通信信号》 * |
| 陈庆锋: "莞惠城际CTCS2+ATO列控***场景及问题分析", 《铁道通信信号》 * |
Also Published As
| Publication number | Publication date |
|---|---|
| BR112022009651A2 (en) | 2022-08-16 |
| WO2021104439A1 (en) | 2021-06-03 |
| US20230025174A1 (en) | 2023-01-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| DE102015001971A1 (en) | Method and monitoring device for monitoring driver assistance systems | |
| CN103906668A (en) | Device for ascertaining estimated range occupied by train, on-board device, and method for ascertaining estimated range occupied by train | |
| EP3008710A1 (en) | Method for distinguishing between real obstacles and seeming obstacles in a driver assistance system for motor vehicles | |
| DE102018106356A1 (en) | METHOD AND SYSTEMS FOR CHECKING VEHICLE BRAKING SYSTEMS | |
| DE102018101123A1 (en) | Learning procedure for long-term brake corner specific torque variations | |
| DE10062856B4 (en) | Method for vehicle-specific traffic forecast | |
| KR20160137411A (en) | Method for monitoring a motor vehicle | |
| RU2754286C1 (en) | Method for sensory analysis, control system containing computer software product for sensory analysis, passenger counting system and vehicle for transporting passengers, in particular, in rail and road traffic | |
| EP3787950B1 (en) | Method and device for detecting vehicles travelling behind | |
| CN114179862B (en) | Train screening and identifying method and device and train screening and identifying system | |
| EP3633321A1 (en) | Lane assignment system | |
| CN112874579A (en) | Train door opening judging method and vehicle-mounted controller | |
| CN112455498B (en) | Rail transit train positioning method and device based on vehicle-mounted equipment of vehicle system | |
| CA3102494C (en) | Vehicle speed management systems and methods | |
| US20200406944A1 (en) | System to determine clearance of an obstacle for a vehicle system | |
| EP3649521A1 (en) | Method for operating a more highly automated vehicle (haf), in particular a highly automated vehicle | |
| DE102021100794A1 (en) | Method for processing measurement data from an environment sensor of a vehicle with compensation for vehicle data affected by latency, computing device and computer program | |
| US11081007B2 (en) | Road shape prediction apparatus, other-vehicle route prediction apparatus, and driving assistance apparatus | |
| DE102009021053A1 (en) | Method and device for determining the position of rail-bound vehicles | |
| DE102008033821B4 (en) | Method and device arrangement for improving information for at least one vehicle system | |
| JPWO2014199491A1 (en) | Railway vehicle door control system | |
| CN111791880B (en) | vehicle control device | |
| CN115027534B (en) | Method and device for correcting positioning course angle of rail transit vehicle | |
| CN117002566A (en) | Rail vehicle operation control method, device and storage medium | |
| CN112572545A (en) | Train parking method and device and computer equipment |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |