A semi-physical simulation system and method for manual-automatic switching driving of a heavy-haul freight locomotive

Abstract

The present invention discloses a semi-physical simulation system and method for a heavy-haul freight locomotive with manual / automatic driving switching, including a hand / automatic driving switching system for identifying the locomotive driving state; a locomotive model module for carrying the locomotive model; a real-time signal simulation module for simulating real-time train operation signal information and temporary speed limit information; a speed planning curve module for obtaining the locomotive speed planning curve; and when the locomotive is in the automatic driving state, the locomotive is controlled through a real-time control module. The present invention integrates functions such as locomotive model, locomotive speed curve planning, locomotive automatic driving control, railway locomotive traffic lights signal, speed limit information, and simulating the manual driving of locomotive drivers, and combines the locomotive model of the heavy-haul locomotive to plan the speed planning curve, that is, it can more realistically simulate the special working environment of the heavy-haul locomotive, greatly saving personnel costs, project costs, experimental costs, test costs, and time costs.

Description

Technical Field

[0001] The present invention relates to the field of simulation technology, and in particular, to a semi-physical simulation system and method for a heavy-haul freight locomotive with manual / automatic driving switching. Background Art

[0002] Heavy-haul railway freight, as a top vital force concerning national economy and people's livelihood, has been playing an increasingly important role in the national economy. It not only greatly promotes the economic and trade ties between China and the international community, but also is closely related to various materials in people's lives, and can effectively improve people's sense of happiness and gain. Therefore, focusing on the research and exploration of the intelligent driving simulation design of heavy-haul freight locomotives can make due contributions to the development of the national heavy-haul railway cause by railway people.

[0003] The semi-physical simulation system for the manual / automatic driving switching of heavy-haul freight locomotives, as the name implies, is to integrate the manual driving and automatic driving functions of the locomotive as the algorithm core of the system, and together with the main locomotive network control physical equipment, to jointly simulate the driving process of heavy-haul freight locomotives. The simulation of the manual driving of the locomotive refers to simulating the process of a driver manually driving the locomotive. The driver gives the locomotive traction level through the traction handle of the locomotive, and through the locomotive network control equipment, traction motors, etc., the locomotive obtains the speed in the forward direction. The simulation of the automatic driving of the locomotive refers to that the locomotive automatically calculates a reasonable locomotive traction level based on the expected speed curve and the current locomotive operation state, and sends it to the locomotive network control equipment and traction motors to realize the simulation process of the automatic driving of the locomotive.

[0004] Currently, excellent domestic commercial heavy-haul locomotive dynamics manual / automatic switching simulation software, such as the TABLDSS software of Dalian Jiaotong University, has made positive achievements in the longitudinal dynamics of trains, and functions such as locomotive control operation, automatic speed planning curve of the locomotive, and real-time control simulation are still being continuously optimized; for example, the relevant invention patents of Tsinghua University have conducted in-depth research on the method of locomotive automatic driving control, and the simulation effect is good. However, like most scientific research institutions, they mainly focus on the continuous optimization of single functions, but for the special actual operation test environment of heavy-haul railway locomotives, the effects of heavy-haul locomotives in the actual operation environment cannot be tested. Summary of the Invention

[0005] The present invention provides a semi-physical simulation system and method for a heavy-haul freight locomotive with manual / automatic driving switching to overcome the above technical problems.

[0006] To achieve the above object, the technical solution of the present invention is:

[0007] A semi-physical simulation system for a heavy-haul freight locomotive with manual / automatic driving switching includes a manual / automatic driving switching system, a locomotive model module, a speed planning curve module, a real-time control module, a human-computer interaction simulation module, and a real-time signal simulation module;

[0008] The manual / automatic driving switching system is used to identify the driving state of the locomotive, and the driving state of the locomotive includes a manual driving state and an automatic driving state;

[0009] The locomotive model module is used to carry a locomotive model to simulate the actual operation process of the locomotive and obtain the real-time running speed and position of the locomotive;

[0010] The real-time signal simulation module is used to simulate real-time train operation signal information and temporary speed limit information;

[0011] The speed planning curve module is used to obtain a locomotive speed planning curve according to the locomotive model, real-time train operation signal information and temporary speed limit information, and at the same time obtain the locomotive level value and the locomotive pressure value;

[0012] The real-time control module is used to control the locomotive according to the locomotive speed planning curve, the locomotive level value and the locomotive pressure value when the locomotive is in the automatic driving state;

[0013] The human-machine interaction simulation module is used to simulate the driver's operation of the locomotive and display the real-time running state of the locomotive, and display the operation information of the manual / automatic driving switching system, the locomotive model module, the speed planning curve module, the real-time control module, and the real-time signal simulation module.

[0014] Further, it further includes a recording module for recording the operation data of the locomotive model module, the speed planning curve module and the real-time control module for later analysis.

[0015] Further, the locomotive model carried in the locomotive model module is as follows:

[0016] c(t) = (f t (N(t - θ), v(t - θ)) 牵 - f1(v(t - θ)) 阻 ) / M 等效

[0017] v(t + 1) = A1v(t) + c(t)ΔT + A2v(t - 1) + A3v(t - 2) +... + A n v(t - n + 1)

[0018] Among them, c(t) represents the traction acceleration of the locomotive at time t, and f t (·) 牵 represents the traction force of the locomotive at the current time t; N(t - θ) represents the level value in the previous θ unit times; v(t - θ) represents the locomotive traction force in the previous θ unit times; f1(v(t - θ)) 阻Denote the resistance value in the previous θ unit time, which is a non-linear function of the speed in the previous θ unit time, M 等效 is the equivalent mass of the locomotive; v(t + 1) represents the speed of the locomotive at the next moment; v(t) represents the speed of the locomotive at time t, and v(t - n + 1) represents the speed of the locomotive in the previous n - 1 unit time; A1 represents the adjustment coefficient of the locomotive speed at time t; A n represents the adjustment coefficient of the locomotive speed in the previous n - 1 unit time.

[0019] Furthermore, the locomotive model carried in the locomotive model module is as follows:

[0020] sn = v(s)△T

[0021] c(s) = (f s (N(s - sn), v(s - sn)) 牵 - f2(v(s - sn)) 阻 ) / M 等效

[0022] v(s + 1) = B1sqrt(v(s)^2 + 2 * c(s)) + B2v(s - 1 * sn) +... + B n v(s - (n - 1) * sn)

[0023] where: sn represents the distance traveled by the locomotive within a unit time; v(s) represents the speed of the locomotive at the current position s; △T represents the unit time; c(s) represents the acceleration at the current position; f s (·) 牵 represents the traction force of the locomotive at the current position; N(s - sn) represents the locomotive grade at the previous unit distance; v(s - sn) represents the speed of the locomotive at the previous unit distance; f2(v(s - sn)) 阻 represents the running resistance at the current position; M 等效 is the equivalent mass of the locomotive; v(s + 1) represents the speed of the locomotive at the next position; v(s - 1 * sn) represents the speed of the locomotive at the previous unit distance; v(s - (n - 1) * sn) represents the speed of the locomotive at the previous n - 1 unit distances; s represents the current position; n represents the number of unit distances; sqrt(·) represents taking the square root of the expression in the parentheses; B1 represents the adjustment coefficient at the current position of the locomotive; B n represents the speed adjustment coefficient at the previous n - 1 unit distances of the locomotive.

[0024] Furthermore, the objective function of the locomotive speed planning curve is as follows:

[0025] minJ = F1(needA(s), v(s - 1), Vtarget(s), P(s), N(s))

[0026] Among them, -a < needA(s) < a, where a is the limited acceleration change value; the needA(s) value represents the locomotive acceleration at the current position; minJ represents the objective function value of the locomotive speed planning curve; F1(.) represents the objective function of the locomotive speed planning curve; v(s - 1) represents the locomotive speed at the previous position; Vtarget(s) represents the ideal speed curve of the locomotive generated by the cubic Hermite interpolation algorithm; P(s) represents the current locomotive pressure value; N(s) represents the current locomotive stage.

[0027] Furthermore, the method for obtaining the locomotive stage value and the locomotive pressure value is as follows:

[0028] First, obtain the locomotive speed after T seconds as follows:

[0029] V(t + T) = F2(R 实时 , R 机车模型 , R 机车编组 , R 线路数据 )

[0030] Among them, V(t + T) represents the locomotive running speed after T seconds; F2(.) represents the calculation function of the locomotive running speed with locomotive operation rules; R 实时 represents the set of real-time states of the locomotive; R 机车模型 represents the locomotive model, R 机车编组 represents the set of locomotive formation data obtained from the locomotive operation recording device LKJ; R 线路数据 represents the set of track line data,

[0031] Secondly, according to the locomotive running speed V(t + T) after T seconds and the locomotive planned speed Vr(t + T) after T seconds, obtain the locomotive stage value and the locomotive pressure value, and the method is as follows:

[0032] min(abs(V(t + T) - Vr(t + T))) = F3(V(t + T), Vr(t + T), P(t), N(t))

[0033] Among them, V(t + T) represents the locomotive running speed after T seconds, Vr(t + T) represents the locomotive operation planned speed after T seconds; abs(.) represents taking the absolute value; N(t) represents the locomotive stage value, P(t) represents the locomotive pressure value, and F3(.) represents a non-linear function with locomotive operation rules.

[0034] A simulation method for a semi-physical simulation system of a heavy-haul freight locomotive's manual-automatic switching driving includes the following steps:

[0035] S1: Obtain locomotive parameters: The locomotive obtains train operation data and locomotive braking information data in the locomotive communication network from the locomotive operation recording device LKJ and the locomotive braking system device BCU in real time through the locomotive communication network;

[0036] S2: Optimize the calculation: Through the speed planning curve module, obtain the locomotive speed planning curve, and at the same time obtain the locomotive level value and the locomotive pressure value;

[0037] S3: Identify the locomotive driving state through the manual / automatic driving switching system. If the locomotive is in the manual driving state at this time, the driver controls the locomotive according to the locomotive level value and the locomotive pressure value;

[0038] If the locomotive is in the automatic driving state, the real-time control module automatically controls the locomotive according to the locomotive level value and the locomotive pressure value;

[0039] S4: Obtain the real-time running speed and position of the locomotive to realize the semi-physical simulation of the locomotive.

[0040] Beneficial effects: A semi-physical simulation system and method for manual / automatic switching driving of a heavy-haul freight locomotive of the present invention integrates functions such as locomotive models, locomotive speed curve planning, locomotive automatic driving control methods, railway locomotive traffic lights, speed limit information, and simulating manual driving of locomotive drivers. Combining the operation data of heavy-haul locomotives and the locomotive model of heavy-haul locomotives to plan the speed planning curve, that is, it can more realistically simulate the special working environment of heavy-haul locomotives, greatly saving personnel costs, project costs, experimental costs, test costs, and time costs. Description of the Drawings

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0042] Figure 1 It is the structural block diagram of the semi-physical simulation system for manual / automatic switching driving of a heavy-haul freight locomotive of the present invention;

[0043] Figure 2 It is an example diagram of the longitudinal force analysis of the locomotive in the embodiment of the present invention;

[0044] Figure 3 It is the technical solution block diagram of the locomotive model in the embodiment of the present invention;

[0045] Figure 4 It is the technical solution block diagram of the locomotive speed curve planning in the embodiment of the present invention;

[0046] Figure 5 It is a block diagram of a scheme for obtaining the locomotive grade value and the locomotive train pipe pressure value in the embodiment of the present invention;

[0047] Figure 6 It is a flowchart of the hardware-in-the-loop simulation method in the embodiment of the present invention;

[0048] Figure 7 It is an example diagram of the human-machine interaction interface in the embodiment of the present invention;

[0049] Figure 8 It is a block diagram of the structure and function of the hardware-in-the-loop simulation system in the embodiment of the present invention. Specific embodiments

[0050] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0051] This embodiment provides a hardware-in-the-loop simulation system for the manual / automatic switching driving of a heavy-haul freight locomotive, as Figure 1 and Figure 8 shown:

[0052] The hardware-in-the-loop simulation system mainly includes a manual / automatic driving switching system, a locomotive model module, a speed planning curve module, a real-time control module, a human-machine interaction simulation module, and a real-time signal simulation module;

[0053] The manual / automatic driving switching system is used to identify the driving state of the locomotive, and the driving state of the locomotive includes a manual driving state and an automatic driving state;

[0054] The locomotive model module is used to carry the locomotive model to simulate the actual locomotive operation process and obtain the real-time running speed and position of the locomotive;

[0055] The real-time signal simulation module is used to simulate real-time train operation signal information and temporary speed limit information; specifically, the real-time signal simulation module includes a real-time train operation signal simulation module and a temporary speed limit information simulation module. The real-time train operation signal simulation module is used to simulate the status information of the signal lights in front of the locomotive running direction, and the temporary speed limit information simulation module is used to simulate the locomotive speed limit information, etc., as the basis for the speed planning curve module to obtain the speed planning curve; the real-time signal simulation module can enable the manual / automatic driving switching system to automatically react when the train signal lights change or the speed limit changes, and display the real-time information on the interface of the human-machine interaction simulation module. In addition, relevant underlying modules of the system are called simultaneously to complete functions such as re-planning the speed curve.

[0056] Specifically, the manual / automatic driving switching system in this embodiment includes a bottom layer composed of a locomotive model module, a speed planning curve module, and a real-time control module, a processing layer composed of the manual / automatic driving switching system and a recording module, and an interaction layer composed of a human-machine interaction simulation module and a real-time signal simulation module;

[0057] The speed planning curve module is used to obtain the locomotive speed planning curve according to the locomotive model, real-time train operation signal information, and temporary speed limit information, and simultaneously obtain the locomotive grade value and locomotive pressure value;

[0058] The real-time control module is used to control the locomotive according to the locomotive speed planning curve, locomotive grade value, and locomotive pressure value when the locomotive is in the automatic driving state; enabling the locomotive to run along the line below the locomotive speed planning curve;

[0059] The human-machine interaction simulation module is used to simulate the driver's operation of the locomotive and display the real-time running state of the locomotive, and display the operation information of the manual / automatic driving switching system, locomotive model module, speed planning curve module, real-time control module, recording module, and real-time signal simulation module. Specifically, the driving state of the locomotive is set through the manual / automatic driving switching system, and train operation data information such as the real-time running speed and position of the locomotive, real-time train operation signal information, temporary speed limit information, locomotive speed planning curve, locomotive grade value, and locomotive pressure value is displayed; at the same time, when the locomotive is in the manual driving state, the locomotive grade value and locomotive pressure value can be set through the human-machine interaction simulation module to control the locomotive;

[0060] Specifically, in the manual driving state, different grades can be simulated by the driver input through the human-machine interaction simulation module, the running speed of the locomotive is calculated according to the locomotive model module, and the corresponding change of the locomotive speed is simulated; at the same time, according to the current running state of the locomotive, the locomotive future speed planning curve is calculated by the locomotive model module and the locomotive speed curve planning module, and is displayed on the human-machine interaction simulation module in real time.

[0061] In the autonomous driving state, the system automatically operates the locomotive according to the results of the locomotive speed curve planning module by calling the locomotive model module, the locomotive speed curve planning module, and the locomotive real-time control module, and displays it on the human-machine interaction simulation module in real time.

[0062] Preferably, the hardware-in-the-loop simulation system of this embodiment further includes a recording module for recording the operation data of the locomotive model module, the speed planning curve module, and the real-time control module for later analysis; specifically, it stores the operation information of the locomotive by the driver during the locomotive operation process, the locomotive operation state, and the operation information of the manual / automatic driving switching system, the locomotive model module, the speed planning curve module, the real-time control module, and the real-time signal simulation module, that is, the data at the bottom layer and the interaction layer are processed, reorganized, encrypted and other steps to store the data in the system memory for facilitating the problems that occur during the later analysis process. The implementation of the data processing, reorganization, encryption and other steps are all prior arts and will not be described in detail here.

[0063] Preferably, the locomotive model carried in the locomotive model module is as follows:

[0064] Specifically, the work of establishing the locomotive model is the core for the hardware-in-the-loop simulation system with manual-automatic switching in this embodiment to achieve its functions. The quality of the established model directly determines the correctness of the locomotive speed result, and at the same time affects the speed curve planning and the real-time control effect of the locomotive. At the same time, the complexity of the established model also determines the depth of people's understanding of heavy-haul locomotives; based on in-depth analysis of the locomotive operation mechanism, this embodiment aims to establish an economical, reliable and accurate locomotive mathematical model, which has the function of replacing the actual locomotive under general conditions, thus saving funds and a large amount of development time for the project. Specifically as follows:

[0065] During the operation of the train, generally only the forces acting on the train longitudinally along the track are considered. There are multiple external forces acting longitudinally (such as Figure 2 ), mainly including traction force, braking force and running resistance. Among them, the traction force Ft is the driving force that the traction motor of the heavy-haul locomotive exerts to drive the locomotive forward. The commonly used calculation formula is based on the traction characteristic curve of the locomotive; the braking force B is the braking force of the locomotive braking system, which is often used in the scenarios of long downhill or high-speed to low-speed. It is opposite to the direction of the train movement. The commonly used calculation formula is a non-linear function composed of brake shoe type, vehicle mass, empirical parameters, etc.; the running resistance includes the basic running resistance w (air resistance) and additional resistance f (including grade resistance, curve resistance, tunnel resistance and starting resistance) of the train. The relevant calculation formulas are described in detail in "TB / T 1407.1-2018 Train Traction Calculation Code" (hereinafter referred to as the "Code") and will not be elaborated.

[0066] Therefore, the locomotive model of the present invention is mainly implemented based on Newton's dynamics formula F = Ma. F represents the resultant external force acting on the locomotive, M is the mass of the locomotive, a is the acceleration of the locomotive, and additionally, the inertia link and delay link of the locomotive are considered:

[0067] According to Newton's law, the final motion state of the train is closely related to the resultant force acting on the train. According to the "Regulations", if the running direction of the train is determined to be positive, the resultant external force F acting on the train is: F = F t - B - w - f, where B is the braking force of the locomotive braking system; f is the additional resistance; w is the basic running resistance of the train, and F t is the locomotive traction force; considering the inertia link and delay link of the locomotive again, for the moving object with large mass and large inertia of the locomotive, two types of locomotive models are designed as follows:

[0068] The locomotive model (locomotive time-domain model) in an embodiment of the present invention is established as follows:

[0069] c(t) = (f t (N(t - θ), v(t - θ)) 牵 - f1(v(t - θ)) 阻 ) / M 等效

[0070] v(t + 1) = A1v(t) + c(t)△T + A2v(t - 1) + A3v(t - 2) +... + A n v(t - n + 1)

[0071] The theoretical basis of this model is to assume that the locomotive moves in a uniform straight line within a unit time. Among them, c(t) represents the traction acceleration of the locomotive at time t, and f t (·) 牵 represents the traction force of the locomotive at time t, which is a non-linear function of N(t - θ) and v(t - θ); N(t - θ) represents the grade value in the previous θ unit times; v(t - θ) represents the locomotive traction force in the previous θ unit times; f1(v(t - θ)) 阻 represents the resistance value in the previous θ unit times, which is a non-linear function of the speed in the previous θ unit times, and M 等效 is the equivalent mass of the locomotive; v(t + 1) represents the speed of the locomotive at the next moment; v(t) represents the speed of the locomotive at time t, and v(t - n + 1) represents the speed of the locomotive in the previous n - 1 unit times; A1 represents the adjustment coefficient of the locomotive speed at time t; A n represents the speed adjustment coefficient of the locomotive in the previous n - 1 unit times, where A1 to A n are all dynamic coefficients related to the running time of the locomotive and are obtained through testing in the actual running environment.

[0072] Specifically, at time t, the traction force or electric braking force of the locomotive at time t is determined by the gear position N’(t) of the locomotive, and the mechanical braking force of the locomotive at time t is determined by the train pipe pressure value P’(t) of the locomotive at time t. The resultant force of these two forces is called the force exerted by the locomotive. In addition, the basic resistance (related to the locomotive speed), additional resistance (related to the line and locomotive formation), inertia, and delay links are considered to obtain the locomotive speed v(t + 1) at the next moment; the locomotive formation refers to the initial parameters such as the locomotive load, number of axles, and brake shoe pressure, and the line refers to the line gradient data, tunnel length, curve diameter parameters, etc.

[0073] The locomotive model in another embodiment of the present invention is established as follows: As shown in the appendix Figure 3 shown,

[0074] sn = v(s)△T

[0075] c(s) = (f s (N(s - sn), v(s - sn)) 牵 - f2(v(s - sn)) 阻 ) / M 等效

[0076] v(s + 1) = B1sqrt(v(s)^2 + 2*c(s)) + B2v(s - 1*sn) +... + B n v(s - (n - 1)*sn)

[0077] Where: sn represents the distance traveled by the locomotive within a unit time; v(s) represents the locomotive speed at the current position of the locomotive; △T represents the unit time; c(s) represents the acceleration at the current position; f s (·) 牵 represents the traction force of the locomotive at the current position; N(s - sn) represents the gear position of the locomotive at the previous unit distance; v(s - sn) represents the locomotive speed at the previous unit distance; f2(v(s - sn)) 阻 represents the running resistance at the current position, which is a non-linear function of the speed at the previous sn unit distances; M 等效 is the equivalent mass of the locomotive; v(s + 1) represents the locomotive speed at the next position; v(s - 1*sn) represents the locomotive speed at the previous unit distance; v(s - (n - 1)*sn) represents the locomotive speed at the previous n - 1 unit distances; s represents the current position; n represents the number of unit distances; sqrt(·) represents taking the square root of the expression in the parentheses; B1 represents the adjustment coefficient at the current position of the locomotive; B n represents the speed adjustment coefficient at the previous n - 1 unit distances of the locomotive, where B1 to B n are all dynamic coefficients related to the running position of the locomotive and are obtained through testing in the actual operating environment.

[0078] The future speed curve of the locomotive generated by the speed curve planning module can be used as a reference for the driver to control the running speed of the locomotive during manual driving of the locomotive, and is the auxiliary driving curve of the locomotive.

[0079] During the manual or automatic driving process of the locomotive, the planning of the locomotive speed curve is the planning of the future state of the locomotive. If the speed is planned too low, the running time of the locomotive is increased, resulting in low utilization efficiency of the locomotive. If the speed is planned too high, it will affect the safety of the locomotive operation. In addition, the planned speed curve should also meet the changes of the corresponding signal lights. Therefore, reasonable speed curve planning can ensure the safety and punctuality of the locomotive operation to the greatest extent, and will also affect the locomotive operation of the driver, and will directly determine the quality of the product. In the automatic driving mode, it also affects the performance of automatic driving control of the vehicle. Therefore, the locomotive speed curve planning technology is very important.

[0080] The speed curve planning of the locomotive is a complex non-linear multi-objective dynamic planning process considering the "safety, stability, punctuality, and energy conservation" of the locomotive, and can automatically adjust the results according to locomotive signal lights and speed limit information in actual applications. Specifically, in this embodiment, an ideal speed curve Vtarget of the locomotive is generated by three Hermite interpolations based on the speed change rule of the scenario locomotive and the locomotive state at the starting point. For example, in the normal starting scenario of the locomotive, at a distance of 100m from the starting position, the locomotive speed should reach more than 15km / h. In the low-speed to high-speed scenario, the locomotive speed should be increased to a certain value below the speed limit as soon as possible. In the high-speed to low-speed scenario, the locomotive speed should be reduced in advance, etc. The other parts are connected directly.

[0081] Preferably, the objective function of the locomotive speed planning curve is as follows:

[0082] The locomotive acceleration needA(s) at the position point s is obtained from Vtarget(s) and v(s), and is set as

[0083] minJ = F1(needA(s), v(s - 1), Vtarget(s), P(s), N(s))

[0084] Among them, -a < needA(s) < a, where a is a defined acceleration change value, which is a positive constant; the value of needA(s) represents the acceleration of the locomotive at the current position. That is, by limiting the acceleration change of the locomotive within a certain range, the speed of the locomotive will not increase or decrease steeply, which is a necessary condition for preventing train jerks at the first layer; minJ represents the objective function value of the locomotive speed planning curve, that is, the non-linear multi-objective function value that ensures the locomotive is "safe, stable, punctual, and energy-saving"; F1(.) represents the objective function of the locomotive speed planning curve, that is, the non-linear multi-objective function that ensures the locomotive is "safe, stable, punctual, and energy-saving"; v(s - 1) represents the locomotive speed at the previous position; Vtarget(s) represents the ideal speed curve of the locomotive generated by the cubic Hermite interpolation algorithm (which is known); P(s) represents the current locomotive pressure value; N(s) represents the current locomotive stage.

[0085] Specifically, the optimization parameters of the objective function of the locomotive speed planning curve are P(s) and N(s). Furthermore, by referring to the change rules of the stage and the air braking rules, the planned stage N(s) and the planned pressure value P(s) at the current position are obtained. Input P(s) and N(s) into the locomotive model module to obtain the current planned locomotive speed, and display it on the interface of the human-machine interaction simulation module.

[0086] Through the analysis of on-site practical operation experience, in the speed curve planning scheme of this embodiment, different a values are set according to different scenarios corresponding to signal lights to constrain the acceleration input to the objective function. If needA(s) > a, then needA(s) = a; if needA(s) < -a, then needA(s) = -a, where a is the defined acceleration change value. The overall technical solution of the speed planning curve is as shown in the appendix. Figure 4 shown.

[0087] After the target speed curve is planned, if the automatic driving identifier of the locomotive is triggered during the simulation of the locomotive's manual driving process, the system will re-call the speed curve planning module according to the current position / speed of the locomotive to plan the future locomotive speed curve. Then, through the real-time control module of the locomotive, the locomotive is automatically controlled to realize the locomotive running along the new planned speed curve.

[0088] The methods for obtaining the locomotive stage value and the locomotive pressure value are as follows:

[0089] As shown in the appendix Figure 5 shown, first, the locomotive speed after T seconds is obtained through the real-time state of the locomotive, the locomotive model, the locomotive formation, and the line data. The basis for this calculation is to assume control according to the current real-time state of the locomotive, and the calculation formula is as follows:

[0090] V(t + T) = F2(R 实时, R 机车模型 , R 机车编组 , R 线路数据 )

[0091] Among them, V(t + T) represents the locomotive running speed after T seconds; F2(.) represents the calculation function of the locomotive running speed with locomotive operation rules; R 实时 represents the set of real-time states of the locomotive; R 机车模型 represents the locomotive model, R 机车编组 represents the set of locomotive formation data obtained from the locomotive operation recording device LKJ; R 线路数据 represents the set of track line data, including line gradient, line curve, etc.,

[0092] Secondly, based on the locomotive running speed V(t + T) after T seconds and the locomotive planned speed Vr(t + T) after T seconds, perform a logical calculation on the two to obtain the locomotive grade value and the locomotive pressure value. The method is as follows:

[0093] min(abs(V(t + T) - Vr(t + T))) = F3(V(t + T), Vr(t + T), P(t), N(t))

[0094] Among them, V(t + T) represents the locomotive running speed after T seconds, Vr(t + T) represents the locomotive planned speed after T seconds, obtained from the locomotive speed planning curve; abs(.) represents taking the absolute value; min(.) represents the minimum value of the difference between the locomotive speed after T seconds and the planned speed after T seconds, N(t) represents the locomotive grade value, P(t) represents the locomotive pressure value, and F3(.) represents a non-linear function with locomotive operation rules;

[0095] Control the locomotive according to the locomotive grade value, the locomotive pressure value, and the locomotive operation rules; among them, the locomotive operation rules are obtained from the actual operation on-site. For example, there should be a period of zero grade position between traction and braking switching to prevent the longitudinal impulse of the locomotive, etc.;

[0096] Specifically, calculate the grade and the train pipe pressure value suitable for the current locomotive running state at the current moment. For example, for the HXD2 type electric freight locomotive, the change range of the traction grade handle is from -12 to 13 levels, the grade change step size is 0.1, the negative grade represents electric braking, and the positive grade represents traction. The air brake handle controls the train pipe pressure value (600 kpa to 430 kpa) to achieve the air brake of the whole vehicle, and continuously updates the control variable state to make the locomotive run close to the planned speed curve on the basis of meeting the operation regulations.

[0097] Specifically, the working principle of the present invention is as follows: The locomotive obtains the train operation data and locomotive braking information data in the locomotive communication network from the locomotive operation recording device LKJ and the locomotive braking system device BCU in real time through the locomotive communication network. The train operation data includes locomotive formation data and temporary train operation information data.

[0098] The locomotive formation data includes the total weight of the locomotive, the load of the locomotive, the number of vehicles of the locomotive, the number of closed-door vehicles of the locomotive, the locomotive's length gauge, the traction mode set by the locomotive motor, and the number of locomotive motors; the temporary train operation information data includes signal lamp information and temporary speed limit information.

[0099] The locomotive braking information data includes the current train pipe pressure value, braking delay time, and braking release time.

[0100] Specifically, the train operation data of the locomotive operation device LKJ, including locomotive formation data and temporary train operation information data, is obtained in real time through "Gateway 1". The locomotive formation data includes, but is not limited to, the total weight of the locomotive, the load of the locomotive, the number of vehicles of the locomotive, the number of closed-door vehicles of the locomotive, the locomotive's length gauge, the traction mode set by the locomotive motor, the effective number of locomotive motors, etc. The temporary train operation information data includes, but is not limited to, signal lamp information, temporary speed limit information, etc. After steps such as data parsing, processing, recombination, and encryption, it is transmitted to the locomotive driver / self-driving switching system. The data parsing, processing, recombination, encryption, etc. here are all adaptive applications of existing technologies and will not be described in detail here.

[0101] The locomotive braking information data of the locomotive braking system BCU, including, but not limited to, the current train pipe pressure value, braking delay time, braking release time, etc., is obtained in real time through "Gateway 2". Similarly, after steps such as data parsing, processing, recombination, and encryption, it is transmitted to the locomotive driver / self-driving switching system. The data parsing, processing, recombination, encryption, etc. here are all adaptive applications of existing technologies and will not be described in detail here.

[0102] The data after parsing and processing is sent to the heavy-haul freight locomotive driver / self-driving switching system to obtain the locomotive speed planning curve according to the locomotive model carried in the locomotive model module and in combination with the locomotive speed planning curve module, and at the same time obtain the locomotive pressure value and locomotive grade value to control the locomotive, and at the same time obtain the real-time running speed and position of the locomotive to simulate the locomotive operation process. On the one hand, the locomotive state data is displayed on the human-machine interaction simulation module, and on the other hand, the locomotive state data is returned to the locomotive communication network to complete the semi-physical simulation function of the heavy-haul freight locomotive's manual / self-driving switching system. It can, through the real-time signal simulation module, realize the driver's manual / automatic operation of the locomotive under various line conditions, various signal lamp change conditions, and various speed limit conditions, and at the same time has functions such as recording process data and displaying process data.

[0103] Specifically, the manual / autonomous driving switching system in this embodiment identifies the driving status of the locomotive. This is a function inherent in existing manual / autonomous driving switching systems. It automatically identifies the manual driving status or the automatic driving status according to the simulation software control within the system. This is a conventional logical judgment technology and will not be described in detail here.

[0104] As attached Figure 7 This diagram shows the functional diagrams of the various components of the human-computer interaction simulation module interface in this embodiment. The Get Parameters button retrieves the simulated locomotive model parameters in the locomotive module and displays them in the locomotive data parameter display area. The Optimize Calculation button calls the locomotive speed planning curve module to retrieve the locomotive speed planning curve and display it in the curve display area. The human-computer interaction simulation module allows for settings for manual and automatic locomotive operation modes, and displays the locomotive's operating status. Furthermore, the human-computer interaction simulation module allows for intuitive reading and setting of locomotive level and pressure values. The human-computer interaction simulation module can also display information such as locomotive signal lights, speed limit curves, locomotive operating speed curves, and locomotive position.

[0105] This embodiment also discloses a simulation method of a semi-physical simulation system for a heavy-load freight locomotive with automatic manual switching, comprising the following steps: Figure 6 As shown;

[0106] S1: Obtaining locomotive parameters: The locomotive obtains train operation data and locomotive brake information data in real time from the locomotive communication network through the locomotive operation recording device LKJ and the locomotive brake system device BCU respectively;

[0107] S2: Optimization calculation: Based on the locomotive model, real-time traffic signal information, and temporary speed limit information, the locomotive speed planning curve is obtained, as well as the locomotive level value and locomotive pressure value. The speed planning curve is displayed through the display interface of the human-computer interaction simulation module;

[0108] S3: The locomotive driving state is identified through the manual / automatic driving switching system. If the locomotive is in manual driving state at this time, the driver controls the locomotive according to the locomotive level value and the locomotive pressure value; wherein, the driver uses the locomotive level value and the locomotive pressure value as a reference for the driver to control the locomotive.

[0109] If the locomotive is in the automatic driving state, the real-time control module automatically controls the locomotive according to the locomotive level value and the locomotive pressure value;

[0110] Specifically, when the locomotive is in the manual driving state, the operation panel of the man-machine interaction simulation module can manually input the gear position and pressure value to control the locomotive operation; when the locomotive is in the automatic driving control mode, the calculated locomotive operation information can be displayed in real time.

[0111] S4: Obtain the real-time running speed and position of the locomotive through the man-machine interaction simulation module to realize the semi-physical simulation of the locomotive.

[0112] Specifically, the man-machine interaction module feeds back the real-time running state of the locomotive after control and acts on the locomotive model to obtain the real-time running speed and position of the locomotive. Repeat the execution of S1-S3; the man-machine interaction simulation module acts on the locomotive model through the locomotive communication network with the real-time running state data of the locomotive displayed on the display panel through links such as signal data conversion and traction rectification to obtain the speed planning curve, locomotive gear position value and locomotive pressure value, continuously obtain the real-time speed and position of the locomotive, and realize the semi-physical simulation of the locomotive.

[0113] Specifically, the recording module in this embodiment displays and records the data generated during the locomotive operation, such as real-time dynamic scrolling display, etc., which is convenient for later analysis of the data recorded in the memory to find out the reasons for the problems related to the real-time control of the locomotive.

[0114] Beneficial effects: The semi-physical simulation system and method for the manual-automatic switching driving of a heavy-haul freight locomotive of the present invention integrates functions such as locomotive model, locomotive speed curve planning, locomotive automatic driving control method, railway locomotive traffic light signals, speed limit information, and simulation of locomotive driver's manual driving. Combining the operation data of the heavy-haul locomotive and the locomotive model of the heavy-haul locomotive to plan the speed planning curve, that is, it can more realistically simulate the special working environment of the heavy-haul locomotive, greatly saving personnel costs, project costs, experimental costs, test costs, and time costs. In this process, on the one hand, the rationality of the locomotive model and speed planning curve algorithm in this embodiment can be verified through the real-time locomotive running speed and position output by the system, and on the other hand, a test environment can be provided for other heavy-haul locomotive models and locomotive automatic planning algorithms.

[0115] In the embodiment of the present invention, this technical solution has been tested for nearly 40,000 kilometers of field automatic driving on the "Xi'an-Kangding Line" and meets the expected requirements. At the same time, it can cooperate with the preliminary experiment of the simulation test project for locomotive intelligent driving, greatly saving personnel costs, project costs, experimental costs, test costs, and time costs.

[0116] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A semi-physical simulation system for the manual-automatic switching driving of a heavy-haul freight locomotive, characterized in that, It includes a manual / auto driving switching system, a locomotive model module, a speed planning curve module, a real-time control module, a man-machine interaction simulation module, and a real-time signal simulation module; The manual / auto driving switching system is used to identify the driving state of the locomotive, and the driving state of the locomotive includes a manual driving state and an auto driving state; The locomotive model module is used to carry a locomotive model to simulate the actual operation process of the locomotive and obtain the real-time running speed and position of the locomotive; The locomotive model carried in the locomotive model module is: c(t) = (f t (N(t - θ), v(t - θ)) 牵 - f1(v(t - θ)) 阻 ) / M 等效 v(t + 1) = A1v(t) + c(t)△T + A2v(t - 1) + A3v(t - 2) +... + A n v(t - n + 1) where c(t) represents the traction acceleration of the locomotive at time t, and f t (·) 牵 represents the traction force of the locomotive at time t; N(t - θ) represents the stage value in the previous θ unit time; v(t - θ) represents the locomotive traction force in the previous θ unit time; f1(v(t - θ)) 阻 represents the resistance value in the previous θ unit time, which is a non-linear function of the speed in the previous θ unit time, and M 等效 is the equivalent mass of the locomotive; v(t + 1) represents the speed of the locomotive at the next moment; v(t) represents the speed of the locomotive at time t, and v(t - n + 1) represents the speed of the locomotive in the previous n - 1 unit time; A1 represents the adjustment coefficient of the locomotive speed at time t; A n represents the speed adjustment coefficient of the locomotive in the previous n - 1 unit time; Or the locomotive model carried in the locomotive model module is: sn = v(s)△T c(s) = (f s (N(s - sn), v(s - sn)) 牵 - f2(v(s - sn)) 阻 ) / M 等效 v(s + 1)=B1sqrt(v(s)^2 + 2*c(s))+B2v(s - 1*sn)+...+B n v(s-(n - 1)*sn) Where: sn represents the distance traveled by the locomotive per unit time; v(s) represents the locomotive speed at the current position of the locomotive; △T represents the unit time; c(s) represents the acceleration at the current position; f s (·) 牵 represents the locomotive tractive force at the current position; N(s - sn) represents the locomotive grade at the previous unit distance of the locomotive; v(s - sn) represents the locomotive speed at the previous unit distance; f2(v(s - sn)) 阻 represents the running resistance at the current position; M 等效 is the equivalent mass of the locomotive; v(s + 1) represents the locomotive speed at the next position; v(s - 1*sn) represents the locomotive speed at the previous unit distance; v(s - (n - 1)*sn) represents the locomotive speed at the previous n - 1 unit distances of the locomotive; s represents the current position; n represents the number of unit distances; sqrt(·) represents taking the square root of the expression inside the parentheses; B1 represents the adjustment coefficient at the current position of the locomotive; B n represents the speed adjustment coefficient of the locomotive at the previous n - 1 unit distances; The real-time signal simulation module is used to simulate real-time train operation signal information and temporary speed limit information; The speed planning curve module is used to obtain the locomotive speed planning curve according to the locomotive model, real-time train operation signal information and temporary speed limit information, and at the same time obtain the locomotive stage value and the locomotive pressure value; The real-time control module is used to control the locomotive according to the locomotive speed planning curve, the locomotive stage value and the locomotive pressure value when the locomotive is in the auto driving state; The man-machine interaction simulation module is used to simulate the operation of the driver on the locomotive and display the real-time running state of the locomotive, and display the operation information of the manual / auto driving switching system, the locomotive model module, the speed planning curve module, the real-time control module, and the real-time signal simulation module.

2. The semi-physical simulation system for the hand-automatic switching driving of a heavy-haul freight locomotive according to claim 1, wherein It also includes a recording module for recording the operation data of the locomotive model module, the speed planning curve module and the real-time control module for later analysis.

3. A semi-physical simulation system for the manual-automatic switching driving of a heavy-haul freight locomotive according to claim 1, characterized in that, The objective function of the locomotive speed planning curve is as follows: minJ = F1(needA(s), v(s - 1), Vtarget(s), P(s), N(s)) Where, -a < needA(s) < a, a is the defined acceleration change value; the value of needA(s) represents the locomotive acceleration at the current position; minJ represents the objective function value of the locomotive speed planning curve; F1(.) represents the objective function of the locomotive speed planning curve; v(s - 1) represents the locomotive speed at the previous position; Vtarget(s) represents the ideal speed curve of the locomotive generated by the cubic Hermite interpolation algorithm; P(s) represents the current locomotive pressure value; N(s) represents the current locomotive stage.

4. The semi-physical simulation system for the manual-automatic switching driving of a heavy-haul freight locomotive according to claim 1, wherein The method for obtaining the locomotive stage value and the locomotive pressure value is as follows: First, obtain the locomotive speed after T seconds of the locomotive as follows: V(t + T) = F2(R 实时 , R 机车模型 , R 机车编组 , R 线路数据 ) Among them, V(t + T) represents the locomotive operating speed after T seconds; F2(.) represents the calculation function of the locomotive operating speed with locomotive operation rules; R 实时 represents the set of real-time states of the locomotive; R 机车模型 represents the locomotive model, R 机车编组 represents the set of locomotive formation data obtained from the locomotive operation recording device LKJ; R 线路数据 represents the set of track line data, Secondly, according to the locomotive running speed V(t + T) after T seconds and the locomotive planned speed Vr(t + T) after T seconds, obtain the locomotive stage value and the locomotive pressure value, and the method is as follows: min(abs(V(t + T) - Vr(t + T))) = F3(V(t + T), Vr(t + T), P(t), N(t)) Where, V(t + T) represents the locomotive running speed after T seconds, Vr(t + T) represents the locomotive operation planned speed after T seconds; abs(.) represents taking the absolute value; N(t) represents the locomotive stage value, P(t) represents the locomotive pressure value, and F3(.) represents a non-linear function with locomotive operation rules.

5. A simulation method for a semi-physical simulation system of a heavy-haul freight locomotive with manual-automatic switching driving, according to any one of claims 1 to 4, characterized in that, It includes the following steps: S1: Obtain locomotive parameters: The locomotive obtains train operation data and locomotive braking information data in the locomotive communication network from the locomotive operation recording device LKJ and the locomotive braking system device BCU in real time through the locomotive communication network; S2: Optimization calculation: Through the speed planning curve module, obtain the locomotive speed planning curve, and at the same time obtain the locomotive level value and the locomotive pressure value; S3: Identify the locomotive driving state through the manual / automatic driving switching system. If the locomotive is in the manual driving state at this time, the driver controls the locomotive according to the locomotive level value and the locomotive pressure value; If the locomotive is in the automatic driving state, the real-time control module automatically controls the locomotive according to the locomotive level value and the locomotive pressure value; S4: Obtain the real-time running speed and position of the locomotive to realize the semi-physical simulation of the locomotive.

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