A bicycle traction simulation method and system considering a protection section model

Abstract

This invention provides a single-vehicle traction simulation method and system considering a protected section model, comprising the following steps: acquiring track data, train data, and signaling system data; obtaining the automatic protection speed curve of the train based on track speed limits, train speed limits, and a train braking model; obtaining the automatic train operation speed curve of the train based on the automatic protection speed curve and the train braking model, and determining the length of the protected section. Based on the automatic train operation speed curve, a system framework for simulating train operation curves is obtained. This invention provides a single-vehicle traction simulation method and system considering a protected section model, supporting the optimization of train operation strategies and improving the overall performance and safety of rail transit systems. The system provided by this invention can fully simulate the train's operating state on actual tracks and accurately calculate key parameters, providing a scientific basis for simulation analysis and optimization of train operation.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, specifically, it relates to a single-vehicle traction simulation method and system that considers a protected section model. Background Technology

[0002] In the field of rail transit, train operation is affected by various parameters such as track characteristics, train performance, and signaling systems. These factors directly relate to the safety, smoothness, and efficiency of train operation. However, existing train traction calculation methods typically cannot fully consider the dynamic impact of these parameters on train operation, making it difficult to provide reliable data support for train operation optimization. Summary of the Invention

[0003] The purpose of this invention is to provide a single-vehicle traction simulation method and system that considers the protected section model, aiming to solve the technical problem that existing train traction calculation methods in the prior art usually cannot fully consider the dynamic impact of these parameters on the train operation status, and are difficult to provide reliable data support for train operation optimization.

[0004] To achieve the above objectives, the technical solution adopted by this invention is: to provide a single-vehicle traction simulation method considering a protected section model, comprising the following steps:

[0005] S1. Acquire line data, train data, and signaling system data;

[0006] S2. Based on the line speed limit data, train speed limit data and train braking model, obtain the train automatic protection speed curve;

[0007] S3. Based on the automatic protection speed curve and the train braking model, the automatic operation speed curve of the train is obtained, and the length of the protection section is obtained.

[0008] S4. Based on the automatic train speed curve, the simulated train operation curve is obtained.

[0009] Preferably, the method further includes: modifying the data, inputting the modified data into step S2, and repeating the process from step S2 to step S4 to obtain simulation curves and data under different parameters; and analyzing the impact of the calculated data on the parameters. The parameters include one or more of the following: time, velocity, position, acceleration, and length of the protected area.

[0010] A single-vehicle traction simulation system considering a protected section model, used to implement the steps in the single-vehicle traction simulation method considering a protected section model described in any of the above-mentioned methods, characterized in that it includes:

[0011] The ATP module is used to calculate the train's emergency braking speed and target speed monitoring zone speed in real time, and generate emergency braking trigger curves and common braking trigger curves based on the calculation results of the speed monitoring zone.

[0012] The ATO module is used to calculate the automatic train operation speed curve based on the automatic protection speed curve and the train braking model; and to realize the automatic speed adjustment process by calling the recommended speed curve under the corresponding operation level.

[0013] The protected area module is used to obtain protected areas through the protected area model;

[0014] The simulation calculation module is used to integrate train dynamics models, track data, and signal system parameters to dynamically simulate train operation and output key parameters.

[0015] Preferably, the ATP module includes:

[0016] The ceiling speed monitoring zone unit is used to obtain the speed curve of the ceiling speed monitoring zone;

[0017] The speed curve of the roof speed monitoring area is as follows:

[0018] v CSMEB =min(v le ,v li ,v t )-e ms ;

[0019] Among them, e ms For speed measurement error; v le v is the static speed of the line. li For the first temporary speed limit, v t This is the second temporary speed limit;

[0020] The target velocity monitoring zone cell is used to obtain the velocity curve of the target velocity monitoring zone.

[0021] The velocity curve of the target velocity monitoring zone is as follows:

[0022]

[0023] Among them, v ts Let L = s be the target speed of the train. tar -s, where s is the train's current position. tar The target location of the train; a br Here, e represents the braking rate of the train, and e represents the train's position error.

[0024] The emergency braking trigger curve unit is used to obtain the emergency braking speed curve; emergency braking speed v EB The curve is:

[0025] v EB =min(v CSMEB v TSMEB );

[0026] Common braking trigger curve unit, used to obtain the common braking trigger speed SBISpd curve of the train;

[0027] v SBI =min(v CSMSBI ,v TSMSBI ).

[0028] Preferably, the emergency braking trigger curve unit further includes a method for obtaining the emergency braking trigger curve of the train in the roof speed monitoring area:

[0029] v CSMEBI =v EB -a1·T AB ,

[0030] The acceleration of the train during the acceleration phase is a1, and the acceleration time is T. AB .

[0031] Preferably, the ATO module includes:

[0032] The recommended curve unit for the roof speed monitoring area, and the calculation formula are the same as those using the braking trigger curve. SBI same;

[0033] Recommended curve unit for target speed monitoring zone, calculation formula and braking trigger curve calculation formula v SBI same;

[0034] Recommended curve units for the precise stopping phase include the train precise stopping speed curve, the formula for which is:

[0035]

[0036] Among them, a st This represents the deceleration of the train when it stops and brakes; stop is the stopping point.

[0037] The recommended curve integration unit is used to generate recommended speed curves and train automatic operation trigger braking curves; the formula for calculating the recommended speed curve is as follows:

[0038] v ATO =min(v st ,v SBI ).

[0039] The formula for calculating the automatic train operation trigger braking curve is as follows:

[0040] v ATOBI =vSBI -Δv.

[0041] Preferably, the protected section module includes constructing a dynamic model of the train, the equations of which are:

[0042]

[0043] Where M represents the train mass, x, These represent the train's position, speed, and acceleration, respectively. The Davis formula represents the frictional resistance (basic resistance) experienced by the train; g(x,t) represents the gradient resistance, curvature resistance, and other uncertain resistance factors experienced by the train during operation.

[0044] Preferably, it also includes: a database for storing line data, train data, and signaling system data.

[0045] An electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, when the processor executes the program, it implements a single-vehicle traction simulation method considering a protected section model as described in any of the preceding claims.

[0046] A computer program product includes a computer program, characterized in that, when the computer program is executed by a processor, it implements a single-vehicle traction simulation method considering a protected section model as described in any of the above.

[0047] The beneficial effects of the single-vehicle traction simulation system and assembly method considering a protected section model provided by this invention are as follows: Compared with the prior art, the single-vehicle traction simulation method and system of this invention, which considers a protected section model, fully considers various influencing parameters encountered by the train during operation. It can calculate the ATP protected speed curve and ATO recommended speed curve of the train and simulate the train's operation on the line. Through simulation calculations, the system can output multiple operating parameters, including speed, position, acceleration, traction force, and resistance. Based on these data, users can conduct detailed analysis of the impact of each parameter on train operation, thereby supporting the optimization of train operation strategies and improving the overall performance and safety of the rail transit system. The system provided by this invention can fully simulate the train's operating state on actual lines and accurately calculate key parameters, thus providing a scientific basis for the simulation analysis and optimization of train operation. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 A flowchart illustrating a single-vehicle traction simulation method considering a protected section model, provided as an embodiment of the present invention;

[0050] Figure 2 A structural block diagram of a single-vehicle traction simulation system considering a protected section model is provided in an embodiment of the present invention;

[0051] Figure 3 This is a structural block diagram of the ATO module used in a single-vehicle traction simulation system that considers a protected section model, as provided in an embodiment of the present invention.

[0052] In the diagram: 1. ATP module; 2. ATO module; 3. Protected section module; 4. Simulation calculation module; 5. Database. Detailed Implementation

[0053] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0054] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0055] The following description, in conjunction with the accompanying drawings, details a single-vehicle traction simulation method and system considering a protected section model provided in this application, through specific embodiments and application scenarios.

[0056] ATP speed curve: Based on the maximum permissible speed curve of the train calculated by the ATP system, it ensures that the train operates within a safe range.

[0057] ATO speed curve: The target speed curve calculated based on the train operation plan and track conditions, used to guide automatic train operation.

[0058] Train dynamics model: A mathematical model used to describe the mechanical behavior of a train during operation. It typically includes factors affecting train motion such as traction force, resistance, train weight, and acceleration. This model is the foundation for calculating train operating parameters and conducting simulations.

[0059] Traction force: The driving force generated by the train's traction device, used to overcome various resistances encountered during train operation and to provide acceleration.

[0060] Resistance: The opposing forces experienced by a train during operation, mainly including air resistance, curve resistance, gradient resistance, and rolling resistance.

[0061] Simulation: Using computer technology to simulate and analyze the motion state of a train under actual operating conditions in order to evaluate train operation performance and optimize operation plans.

[0062] Speed ​​curve: A curve that describes how train speed changes over time or position, and is a key basis for train operation control and optimization.

[0063] Emergency braking curve: refers to the trajectory of train speed change after emergency braking is triggered under the most unfavorable conditions during train operation. It is the critical speed at which danger occurs during train operation.

[0064] Emergency braking trigger curve: This refers to the curve that triggers emergency braking when the train's ATP (Automatic Train Protection) system (ATP) is activated. If the train's speed exceeds the requirements of this curve, emergency braking should be triggered. The emergency braking trigger curve for a train within the target speed monitoring zone should be such that the train does not exceed the emergency braking curve even after experiencing acceleration-constant speed-deceleration phases.

[0065] Service braking trigger curve: This refers to the curve for the train's ATP (Automatic Train Protection) to trigger service braking. If the train speed exceeds the requirements of this curve, service braking should be triggered. For any given service braking trigger speed, after passing through the same model as the emergency braking trigger speed, it will collide with the emergency braking trigger curve.

[0066] v EBI :Emergency Brake Intervention Speed;

[0067] v SBI : Service Brake Intervention Speed;

[0068] Please refer to the following: Figures 1 to 3The present invention will now describe a single-vehicle traction simulation method considering a protected section model. The single-vehicle traction simulation method considering a protected section model includes the following steps:

[0069] Step S1: Acquire line data, train data, and signaling system data;

[0070] Step S2: Based on the line speed limit, train speed limit data and the train braking model (the train braking model adopts the braking model mentioned in the IEEE 1474.1 standard), obtain the highest speed limit curve (roof speed curve). With the end of the protection section as the endpoint, ensure that the speed will not exceed the roof speed curve after passing the braking model, and calculate the emergency braking trigger curve. In the same way, based on the emergency braking trigger curve, calculate the ATP (Automatic Train Protection) speed curve.

[0071] Step S3: Based on the ATP speed curve, taking the stopping point as the endpoint and considering the train braking rate, obtain the ATO (Automatic Train Operation) speed curve. With the braking rate determined, adjust the length of the protection section so that the ATO curve is below the ATP curve to obtain the protection section length.

[0072] Step S4: Based on the ATO speed curve, during the acceleration phase, when the speed is lower than the ATO speed curve, traction force is applied based on the traction characteristic curve and the PID controller. During the cruise phase, the train is controlled by the PID controller. During the braking phase, braking force is applied to the train by the braking characteristic curve and the PID controller, and finally the simulation operation curve is obtained.

[0073] Step S5: Modify the data. Input the modified data into step S2 and repeat the process from step S2 to step S4 to obtain simulation curves and data under different parameters. Based on the calculated data, analyze the impact on the parameters. The parameters include: time, velocity, position, acceleration, and length of the protected area.

[0074] This invention provides a single-vehicle traction simulation method considering a protected section model. Based on line speed limits, train speed limits, and a train braking model, the ATP speed curve is calculated. Based on the ATP speed curve, the ATO speed curve is calculated using the ATO algorithm. The train simulation curve is based on the ATO speed curve, and a precise control algorithm is used to obtain the simulation operation curve. By modifying the data and repeating the above process, simulation curves and data under different parameters can be obtained. Based on this, analysis can be performed to determine under which parameters better performance can be achieved.

[0075] This invention also provides a single-vehicle traction simulation system considering a protected section model, used to implement the steps in the single-vehicle traction simulation method considering a protected section model described above, including: ATP module 1, ATO module 2, protected section module 3, and simulation calculation module 4. ATP module 1 is used to calculate the train's emergency braking speed and target speed monitoring zone speed in real time, and generate emergency braking trigger curves and common braking trigger curves based on the calculation results of the speed monitoring zone. ATO module 2 is used to calculate the ATO speed curve based on the ATP speed curve and the train braking model using the ATO algorithm; and to realize the automatic speed adjustment process by calling the recommended speed curve under the corresponding operating level; protected section module 3 is used to obtain the shortest protected section length through the protected section model; simulation calculation module 4 is used to integrate the train dynamics model, track data, and signal system parameters to dynamically simulate the train's operating state and output key parameters.

[0076] As a specific implementation of the present invention, a single-vehicle traction simulation system considering a protected section model further includes a database 5 for storing track data, train data, and signal system data.

[0077] As one specific implementation of this invention, please refer to the following: Figures 1 to 3 The ATP module 1 is used to calculate the train's emergency braking speed and target speed monitoring zone speed in real time, and to generate the emergency braking trigger curve (EBISpd) and service braking trigger curve (SBISpd) based on the calculation results of the speed monitoring zone. The ATP module is used to ensure that the train always operates within a safe range. Specifically, the ATP module includes: a ceiling speed monitoring zone (CSM) unit, a target speed monitoring zone (TSM) unit, an emergency braking trigger curve unit, and a service braking trigger curve unit.

[0078] The ceiling velocity monitoring zone unit is used to obtain the velocity v of the ceiling velocity monitoring zone. CSMEB curve;

[0079] Among them, the speed v of the roof speed monitoring area CSMEB The curve is:

[0080] v CSMEB =min(v le ,v li ,v t )-e ms

[0081] Among them, e ms This is for speed measurement error. le v is the static speed of the line. li For the first temporary speed limit, v t This is the second temporary speed limit.

[0082] Target velocity monitoring zone cell, used to obtain the velocity v of the target velocity monitoring zone. TSMEB curve;

[0083] Among them, the velocity v of the target velocity monitoring zone TSMEB The curve is:

[0084]

[0085] Among them, v ts Let L = s be the target speed of the train. tar -s, where s is the train's current position. tar The target location of the train; a br S is the braking rate of the train, and e is the train position error. When the target point is the starting point of a temporary speed limit, S tar =S lis When the destination is the end point of the driving permit, S tar The calculation formula is as follows:

[0086]

[0087] S lis This is the starting point for the temporary speed limit. ol s represents the length of the protected section. risk Danger point (end of driving permit)

[0088] It should be noted that S tar This relates to the division of overlap (protected area segments). In this case, the move authorization point is generally set to the end point of the first logical segment of the protected area segment.

[0089] Emergency braking trigger curve unit, used to obtain the emergency braking speed EBSpd curve;

[0090] Among them, emergency braking speed v EB The curve is:

[0091] v EB =min(v CSMEB v TSMEB ).

[0092] Emergency braking trigger curve v of the train in the roof speed monitoring area CSMEBI For: v CSMEBI =v EB -a1·T AB ,

[0093] The acceleration of the train during the acceleration phase is a1, and the acceleration time is T. AB .

[0094] The emergency braking trigger curve for the train in the target speed monitoring zone should be such that, after experiencing acceleration-constant speed-deceleration phases, the train still does not exceed the emergency braking curve, thus obtaining the speed v in the target speed monitoring zone. EBI Model:

[0095]

[0096] Where t1 represents the time for the train to accelerate due to the driver's reaction, the onboard ATP response, and the delay caused by the traction cut-off, and t2 represents the time for the train to maintain a constant speed when the emergency braking is requested and when the emergency braking is established.

[0097] Combining the speed curves of the roof speed monitoring area and the target speed monitoring area, we have:

[0098] v EBI =min(v CSMEBI ,v TSMEBI ).

[0099] The common braking trigger curve unit is used to obtain the common braking trigger speed v of the train. SBI Curve. Where, v SBI =min(v CSMSBI ,v TSMSBI ).

[0100] Common braking trigger speed v in the roof speed monitoring area CSMSBI for:

[0101] v CSMSBI =v EBI -a1t.

[0102] Common braking trigger speed v in the target speed monitoring area TSMSBI for:

[0103]

[0104] Where t4 represents the time for the train to accelerate due to the driver's reaction, the onboard ATP response, and the delay caused by the traction cut-off, and t5 represents the time for the train to maintain a constant speed when the emergency braking is requested and when the emergency braking is established.

[0105] It should be noted that the emergency braking curve is divided into two parts: the speed curve of the roof speed monitoring zone and the speed curve of the target speed monitoring zone. The roof speed monitoring zone refers to the stage where the train speed is constant. The target speed monitoring zone refers to the stage where the train brakes to the target point or target speed. The emergency braking curve will never be reached during train operation with ATP protection. In the train safety braking model, the highest speed stage is the constant speed stage, and it is necessary to ensure that the train speed is less than the train speed limit during the constant speed stage.

[0106] According to the safety braking model, the emergency braking of a train under the most unfavorable conditions, from the detection of overspeed to complete braking and stopping, can be divided into five stages, namely stages A, B, C, D, and E.

[0107] As one specific implementation of this invention, please refer to the following: Figures 1 to 3 The ATO module 2 is used to achieve automatic speed adjustment by calling the recommended speed curve for the corresponding operating level. Specifically, during operation, the ATO module calls the recommended speed curve for the corresponding operating level and uses that speed curve as the target to achieve automatic speed adjustment, controlling the train to run comfortably and smoothly between stations. Based on the train's position on the track, the ATO permissible speed function provides the ATO speed controller with a suitable speed. The ATO cruise / coasting function adjusts the permissible train speed according to energy-saving requirements. The ATO curve includes acceleration, speed maintenance, stopping, and other curves connecting these stages. Different operating levels correspond to speed curves with different maximum speeds, and these speed curves intersect at the station stopping stage.

[0108] Train traction and braking characteristics: Generally, train traction is divided into a constant force stage and a constant power stage. We use the function ψ(a max ,b max ,v) represents the characteristics of train traction and braking as speed changes: when the train speed is relatively low, the traction motor can output a constant traction force; as the train speed increases, the output power of the traction motor reaches saturation and maintains a constant power stage.

[0109] The recommended speed curve is generated based on the speed protection curve, operating level (i.e., the corresponding planned operating time), and train traction and braking characteristics. Calculating the ATO recommended speed for urban rail transit can be divided into three stages: the roof speed monitoring zone, the target speed monitoring zone, and the precise stopping stage. In the roof speed monitoring zone and the target speed monitoring zone, the ATO recommended speed curve can be directly taken from the common braking trigger curve. In the precise braking stopping stage, the train decelerates at a stopping braking speed of 'a'. s Apply the brakes.

[0110] The ATO module includes: a roof speed monitoring zone (CSM) recommended curve unit, a target speed monitoring zone (TSM) recommended curve unit, a precise parking phase recommended curve unit, and a recommended curve integration unit.

[0111] The recommended curve unit for the roof speed monitoring area uses the braking trigger curve calculation formula v. SBI .

[0112] The target speed monitoring area recommends a curve unit, using the braking trigger curve calculation formula v. SBI .

[0113] Recommended curve units for the precise stopping phase, including the train precise stopping speed (braking speed) curve, are as follows:

[0114]

[0115] Among them, a st This represents the deceleration of the train when it stops and brakes; stop is the stopping point.

[0116] Recommended curve integration unit, used to generate recommended velocity curve v ATO and ATO trigger braking curve v ATOBI The recommended formula for the speed curve ATOSpd is:

[0117] v ATO =min(v st ,v SBI ).

[0118] ATO trigger braking curve v ATOBI for:

[0119] v ATOBI =v SBI -Δv

[0120] Where Δv is the speed measurement error.

[0121] As one specific implementation of this invention, please refer to the following: Figures 1 to 3 The protected section module 3 is used to obtain the protected section through the protected section model. The protected section ensures that the ATO braking speed curve is always below the ATP protected speed curve. During train stopping, the ATP safety protection curve should not affect this stopping curve. When the train begins to brake at the station, the ATP provides an authorized speed higher than the stopping speed. When the safe stopping point and the platform stopping point coincide, it will cause the ATO braking curve to be wholly or partially above the ATP protected curve (the normal braking trigger curve). The purpose of setting the protected section is to ensure that the ATO braking speed curve is always below the ATP protected speed curve by maintaining a reasonable distance between the safe stopping point and the normal braking stopping point.

[0122] The length of the protected section is positively correlated with the braking rate of the train. At different speeds, a set of distance differences between the ATO braking speed curve and the ATO trigger braking curve can be obtained by the following formula:

[0123] Δs=s ATOBI -s ATO ;

[0124] Among them, s ATOBI The ATO braking speed curve, s ATO ATO trigger braking curve

[0125] To ensure that the train's parking braking curve remains below the braking trigger curve, we have:

[0126] Δs≤S ol ;

[0127] Among them, S ol The length of the protected section; that is

[0128] S ol =MA-stop; where stop represents the stopping point, and MA represents the point where trains are permitted to proceed. MA is the stopping point plus the length of the protected section. In the worst case, the train cannot exceed MA.

[0129] v SBI With s SBI Regarding this, let's assume its functional relationship is f(x), that is:

[0130] v SBI =f(s) SBI )

[0131] Similarly, according to the formula, we have:

[0132] v ATO =g(s ATO )

[0133] When the ATO braking speed curve and the ATO trigger braking section speed are the same, the distance difference between the two curves is:

[0134] Δs=s ATOBI -s ATO =f -1 (v SBI -Δv)-g -1 (v ATO );

[0135] Among them, v SBI -Δv=v ATP .

[0136] When the length of the protected section decreases to S′ olIf the train continues to brake and stop at the previous deceleration rate, it is possible that Δs ≥ S′ ol This causes the train's ATO braking curve to be partially or entirely above the ATO braking trigger curve, making it impossible for the train to stop accurately when the service brake is applied.

[0137] Therefore, it is necessary to consider the current protected area S′ ol The braking rate of the train can be adjusted by changing its length. The new stopping braking rate can be calculated using the following formula:

[0138] max{Δs}≤S′ ol

[0139] Right now:

[0140] f -1 (v SBI -Δv)-g -1 (v ATO )≤S' ol

[0141] It can be seen that the length of the protected section is positively correlated with the train braking rate. When the protected section decreases, the train braking rate also decreases, the train braking distance increases, and the train travel speed decreases.

[0142] When determining the train braking rate, in order to make the ATO curve above the SBI curve, it is known that:

[0143]

[0144]

[0145] The shortest protected section length can be obtained by making the above formula greater than zero.

[0146] Based on the recommended speed curve, the speed adjustment module (Automatic Train Tracking Control) of the ATO module adjusts the ATO controller output according to information such as speed error and train dynamics model, so that the train accurately tracks the recommended speed curve. The train dynamics model is the foundation of speed tracking control. The train dynamics model can be represented by the following second-order equation:

[0147]

[0148] Where M represents the train mass, x, Let f represent the train's position, speed, and acceleration, respectively. The resistance force f acting on the train consists of two parts: (1) The Davis formula represents the frictional resistance (basic resistance) experienced by the train, where a is the first weighting coefficient, b is the second weighting coefficient, and c is the third weighting coefficient; (2) g(x,t) represents the gradient resistance, curvature resistance, and other uncertain resistance factors (additional resistance) experienced by the train during operation.

[0149] The ATO tracking control problem involves using real-time feedback information received during train operation (train speed, position, time, speed error, and protection speed) to determine the train's operating status and calculate and output appropriate controller commands (such as...). Figure 3 As shown in the figure, this ensures that the train accurately tracks the target speed curve, enabling the train to run on time, efficiently, and comfortably.

[0150] As one specific implementation of this invention, please refer to the following: Figures 1 to 3 The simulation calculation module 4 integrates the train dynamics model, track data, and signal system parameters to dynamically simulate the train's operating state and output key parameters such as speed, position, and traction force. The simulation calculation module 4 executes the following steps: the controller receives input signals such as target speed and current speed and position; the PID control algorithm calculates the control output u based on the input signals; the output u generates traction / braking force, which is then input into the dynamics model; the dynamics model calculates the train acceleration using Newton's second law to obtain the train speed; the train speed is then further fed back to the controller.

[0151] This invention provides a single-vehicle traction simulation system that considers a protected section model. Compared with existing technologies, it fully considers various influencing parameters experienced by the train during operation, calculates the train's ATP (Automatic Train Protection) speed curve and ATO (Automatic Train Operation) recommended speed curve, and simulates the train's operation on the track. Through simulation calculations, the system can output multiple operating parameters, including speed, position, acceleration, traction force, and resistance. Based on this data, users can conduct detailed analysis of the impact of each parameter on train operation, thereby supporting the optimization of train operation strategies and improving the overall performance and safety of the rail transit system. The system provided by this invention can fully simulate the train's operating state on actual lines and accurately calculate key parameters, providing a scientific basis for the simulation analysis and optimization of train operation.

[0152] This invention considers driver reaction time, braking time, and traction establishment time in the braking model (the braking model mentioned in the IEEE 1474.1 standard). In simulation data, it focuses on the impact of the protected section on train travel time and develops a protected section calculation model capable of calculating the shortest protected section at a given braking rate. By analyzing the impact of different protected sections on train travel time, the appropriate design length of the protected section can be determined, significantly reducing the scale of civil engineering and lowering construction costs.

[0153] This invention provides a single-vehicle traction simulation method and system that considers a protected section model, offering designers an intuitive and easy-to-use platform to support in-depth research on train operation status and control systems. Through dynamic simulation of the train operation process, high-precision data is generated, providing a scientific basis for the evaluation and optimization of the track control system. The impact of the protected section length on train operation is analyzed, providing a reference for the design of protected sections.

[0154] This invention also provides an electronic device, including: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the various processes of the above-described embodiment of a single-vehicle traction simulation method considering a protected section model, and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0155] This invention also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described embodiment of a single-vehicle traction simulation method considering a protected section model, and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0156] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0157] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0158] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1A device that provides the functions specified in one or more boxes.

[0159] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0160] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0161] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

Claims

1. A single vehicle traction simulation system considering a guard section model, characterized by, Comprise: An ATP module for calculating the emergency braking speed of the train, the target speed monitoring zone speed in real time, and generating the emergency braking trigger curve and the common braking trigger curve according to the calculation result of the speed monitoring zone; The ATP module comprises: A roof speed monitoring zone unit for obtaining the speed curve of the roof speed monitoring zone; Wherein, the speed curve of the roof speed monitoring zone is: ； wherein, is the speed measurement error; is the line static speed, is the first temporary speed limit, is the second temporary speed limit; A target speed monitoring zone unit for obtaining the speed curve of the target speed monitoring zone; Wherein, the speed curve of the target speed monitoring zone is: ； wherein, is a target speed of the train, , is a current position of the train, is a target position of the train; is a braking rate of the train, is a train position error; An emergency braking trigger curve unit for obtaining the emergency braking speed curve; the emergency braking trigger curve unit further comprises a unit for obtaining the emergency braking trigger curve of the train in the roof speed monitoring zone; A common brake trigger curve unit is used to obtain the common brake trigger speed of the train Curve; An ATO module for calculating the automatic operation speed curve of the train based on the train automatic protection speed curve and the train braking model, and realizing the automatic speed regulation process by calling the recommended speed curve under the corresponding operation level; The ATO module comprises: Ceiling speed monitoring zone recommended curve unit, calculation formula identical to that of the brake trigger curve same; Target speed monitoring zone recommendation curve unit, formula same as brake trigger curve calculation formula same; A precise parking stage recommended curve unit comprising the train precise parking speed curve; A protection section module for obtaining the protection section through the protection section model; A simulation calculation module for integrating the train dynamics model, the line data, the signal system parameters, dynamically simulating the train operation state, and outputting the key parameters.

2. A single vehicle traction simulation system considering the guard section model according to claim 1, characterized in that, The protection section module comprises constructing the dynamics model of the train, and the equation of the dynamics model of the train is: ； where M represents the mass of the train, , , respectively represent the position, speed and acceleration of the train; is the Davis formula, representing the frictional resistance experienced by the train; represents the slope, curvature resistance and other resistance factors experienced by the train in operation.

3. A single vehicle traction simulation system considering a guard section model according to any one of claims 1 to 2, characterized in that, Further comprising: A database for saving the line data, the train data, and the signal system data.

Images