Accurate parking method for urban rail transit station

Abstract

The invention discloses an accurate parking method for an urban rail transit station. The accurate parking method comprises the steps of installing a T1 beacon, a T2 beacon, a T3 beacon, a T4 beacon and a T5 beacon in the station entering direction; acquiring information received by the T1 beacon, the T2 beacon, the T3 beacon, the T4 beacon and the T5 beacon in real time; when the train passes through the T1 beacon, entering a TASC1 control stage by the ATO subsystem; when the train passes through the T2 beacon and the T3 beacon, correcting the wheel diameter value; after the train passes through the T3 beacon, when the speed of the train is smaller than or equal to a set speed threshold value, switching the ATO subsystem to a TASC2 control stage; and when the train passes through the T5 beacon, entering a fixed-point parking control stage by the ATO subsystem. According to the method, the requirement of an urban rail transit project for accurate parking of the station can be met, theprobability that the train is parked within the parking range of 0.3 m is larger than or equal to 99.99%, and the probability that the train is parked within the parking range of 0.5 m is larger thanor equal to 99.9998%.

Description

technical field [0001] The invention belongs to the technical field of rail traffic signal control, and in particular relates to a precise parking method for urban rail transit stations. Background technique [0002] Signal system is the subsystem with the highest safety requirements in urban rail transit projects, so it has extremely high requirements on safety, reliability, availability and maintainability. Taking precise parking at the platform as an example, in order to ensure passenger comfort, that is, the longitudinal impact rate is less than or equal to 0.75m / s 3 In the case of ATO (automatic train operation control system), the index requirement of the ATO (automatic train operation control system) controlling the train to stop at the platform is that the probability of the parking range is ≥99.99% when the parking range is 0.3 meters; if the parking range is 0.5 meters, the probability of the train stopping in this range is ≥99.9998%. That is, 10,000 times of par...

AI Technical Summary

Problems solved by technology

Due to the complexity of signal control traction braking, it is difficult to meet the above requirements

[0003] In actual control, the factors that affect the accurate stop of the train are: the accuracy of the wheel diameter value; the minimum adjustment amount of the train traction and braking system, which may be different for different suppliers; the delay time of the braking system, After the signal system sends out the brake command, it needs to go through the interface circuit between the vehicle signal system and the brake system before it can be collected by the brake system. After the brake system is processed, it needs a delay to gradually apply the brake; The deceleration output of the vehicle fluctuates greatly during the transition (hybrid braking) with the air brake, and the greater the deceleration, the greater the deviation; the excessive or insufficient braking force of the vehicle during the electro-pneumatic conversion (hybrid braking); the speed and The deceleration detection is inaccurate; the change of vehicle weight leads to insufficient train braking force during the peak period; the vehicle cannot respond to the braking force command after the change of ATO output in time during the parking phase, and many other factors affect each braking force of each train. Therefore, it is difficult to establish a standard control model and form a theoretical algorithm to meet the above probability requirements within the parking range of the station

Therefore, in the process of the actual ATO control train stopping accurately at the station, there are over-mark and under-mark phenomena that are not within the parking range.

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