Intelligent auxiliary driving control system and method of railway overhead line system working vehicle

Abstract

The application discloses a kind of intelligent auxiliary driving control system and method of railway catenary operation vehicle, the system includes: speed limit information acquisition module, vehicle speed information acquisition module, position information acquisition module, track information acquisition module, parameter debugging module, data processing module, throttle drive module, brake execution module, wherein, data processing module is analyzed and handled by speed limit, vehicle speed, position, track and control index, control parameter information, obtains throttle and brake control instruction and is passed to throttle drive module, brake execution module, for controlling operation vehicle throttle size and brake machine brake handle position, realizes to replace driver steady control car function, guarantees driving safety.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of railway control, in particular to an intelligent auxiliary driving control system and method for a railway catenary operation vehicle. BACKGROUND

[0002] With the continuous progress of intelligent driving technology, the field of track vehicles is also gradually popularized and applied. At present, some trains on high-speed rail and subway have realized automatic driving. However, there is less research and application of intelligent auxiliary driving technology for railway catenary operation vehicles driven by traditional internal combustion engines and air brake mechanisms. Railway catenary operation vehicles are generally operated by two drivers, and most of the operation time is at night, so the safety and efficiency problems are more prominent. SUMMARY

[0003] The present application is to solve the above-mentioned problems of the prior art, and proposes an intelligent auxiliary driving control system and method for a railway catenary operation vehicle, so as to replace the driver to control the throttle and brake of the catenary operation vehicle in some scenarios, thereby improving the accuracy of the throttle and brake control of the operation vehicle and making the operation vehicle run more smoothly in different road conditions.

[0004] To achieve the above-mentioned application purposes, the present application adopts the following technical solutions:

[0005] The intelligent auxiliary driving control system for a railway catenary operation vehicle comprises a speed limit information acquisition module, a vehicle speed information acquisition module, a position information acquisition module, a track information acquisition module, a parameter debugging module, a data processing module, a throttle driving module and a brake execution module.

[0006] The speed limit information acquisition module obtains speed limit information from the track operation control device and sends it to the data processing module.

[0007] The vehicle speed information acquisition module obtains vehicle speed information from the track operation control device and sends it to the data processing module.

[0008] The position information acquisition module obtains position information from the track operation control device and sends it to the data processing module.

[0009] The track information acquisition module obtains track information from the track operation control device and sends it to the data processing module. The track information includes track slope, curve radius and tunnel length.

[0010] The parameter debugging module obtains the control index and control parameter inputted from outside and sends them to the data processing module, the control index includes target parking position, parking accuracy index, comfort index, running time length index and energy consumption index, and the control parameter includes speed difference threshold value inner correction coefficient, speed difference threshold value outer correction coefficient, slope threshold value inner correction coefficient, slope threshold value outer correction coefficient, curve radius threshold value inner correction coefficient, tunnel length threshold value outer correction coefficient and brake correction coefficient;

[0011] The data processing module generates target speed-position curve according to the received speed limit information, track information and control index, and sends the calculated throttle control instruction and brake control instruction to the throttle driving module and brake executing module in combination with vehicle speed information, position information and control parameter;

[0012] The throttle driving module converts the received throttle control instruction into electronic throttle signal and sends it to the working vehicle throttle controller to drive the working vehicle to travel;

[0013] The brake executing module converts the received brake control instruction into pulse signal and direction signal, and then controls the motor to drive the brake valve core of the working vehicle to rotate, so as to complete the brake operation of the working vehicle.

[0014] The intelligent auxiliary driving control method of the railway catenary working vehicle has the characteristics that the following steps are performed:

[0015] Step 1, obtain speed limit and track information from track operation control equipment, and construct comprehensive control target function F according to the set control index and control parameter, wherein the control index includes target parking position, parking accuracy index, comfort index, running time length index and energy consumption index, and the control parameter includes speed difference threshold value inner correction coefficient, speed difference threshold value outer correction coefficient, slope threshold value inner correction coefficient, slope threshold value outer correction coefficient, curve radius threshold value inner correction coefficient, tunnel length threshold value outer correction coefficient and brake correction coefficient;

[0016] Step 2, adopt genetic algorithm to solve the fitness function Fit converted from the comprehensive control target function F, and generate target speed-position curve; obtain current target vehicle speed V a from the target speed-position curve in combination with the current position S of the railway catenary working vehicle;

[0017] According to the current vehicle speed V of the railway catenary working vehicle, obtain initial throttle control parameter Thr0 from the speed-throttle calibration curve V-Thr under the stable speed flat slope straight line working condition;

[0018] Step 3, calculate correction coefficient A:

[0019] When |V-Va When |≤Δ, let A=x4×(V) a -V), where x4 represents the correction coefficient within the speed difference threshold, Δ represents the speed difference threshold, and V represents the current speed of the railway catenary operation vehicle;

[0020] When |VV a When |>Δ, let A=x5×(V) a -V), where x5 represents the speed difference threshold correction coefficient;

[0021] Step 4: Calculate the correction factor B using the current gradient 'a' from the track information.

[0022] When |a|<ε, let B=x6×a, where x6 represents the slope threshold correction coefficient; ε represents the slope threshold.

[0023] When |a|≥ε, let B=x7×a, where x7 represents the slope threshold correction coefficient;

[0024] Step 5: Calculate the correction factor C using the curve radius r from the orbital information:

[0025] When r < τ, let C = x8 / r, where x8 represents the correction coefficient within the curve radius threshold; τ represents the radius threshold.

[0026] When r ≥ τ, let C = 0;

[0027] Step 6: Calculate the correction factor D using the tunnel length L from the track information.

[0028] When L≥σ, let D=L / x9, where x9 represents the correction coefficient outside the tunnel length threshold; σ represents the length threshold;

[0029] When L < σ, let D = 0;

[0030] Step 7: Calculate the control parameter Thr1 = Thr0 + A + B + C + D;

[0031] If 0 ≤ Thr1 ≤ δ, then let the throttle control parameter Thr2 = Thr1 and the braking control parameter Bre = 0; where δ represents the throttle threshold.

[0032] If Thr1 > δ, then let Thr2 = δ and Bre = 0;

[0033] If Thr1 < 0, then set the throttle control parameter Thr2 = 0 and the braking control parameter Bre = x. 10 ×|Thr1|, where x 10 Indicates the braking correction factor;

[0034] Step 8: The throttle controller drives the working vehicle to travel according to the throttle control parameter Thr2, and the motor drives the brake valve core of the working vehicle to rotate according to the brake control parameter Bre, so as to realize intelligent auxiliary driving control of the railway overhead line working vehicle.

[0035] The intelligent auxiliary driving control method of the railway overhead line working vehicle has the characteristics that the comprehensive control target function F of step 1 is constructed by using formula (1):

[0036] F = μ1 * K1 + μ2 * K2 + μ3 * K3 + μ4 * K4 (1)

[0037] In formula (1), K1 is a parking accuracy index, and K1 = |S p -S t |, S p is an actual parking position, S t represents a target parking position, K2 is a comfort index, K3 is a punctuality index, and K3 = |T p -T t |, T p is an actual driving time, T t represents a target driving time, K4 is an energy consumption index, μ1 is a vehicle accuracy weight coefficient, μ2 is a comfort weight coefficient, μ3 is a punctuality weight coefficient, and μ4 is an energy consumption weight coefficient.

[0038] Compared with the prior art, the present application has the following advantages:

[0039] 1. The present application designs a set of intelligent auxiliary driving control system for the railway overhead line working vehicle, which can collect the working vehicle running state and track information, analyze and process through the data processing module, generate throttle and brake control instructions, and send to the throttle driving module and brake execution module, so as to replace the driver to control the working vehicle, solve the problem of low intelligent level of traditional working vehicle, reduce the pressure of the driver, and improve the safety of vehicle control.

[0040] 2. The intelligent auxiliary driving system target speed curve planning method designed by the present application converts the multi-objective optimization problem into a single-objective optimization problem by setting the weight coefficient and the fitness function, and solves it by using genetic algorithm based on the way of partitioning kinematic modeling, so as to obtain the target speed-position curve, so that the working vehicle auxiliary driving system can plan the optimal scheme, and overcome the problems of uncertainty and subjectivity of manual driving.

[0041] 3. The intelligent assisted driving control method designed in this invention combines a throttle calibration table under flat road and steady speed conditions. It converts the difference between actual speed and target speed, slope, curve radius, and tunnel length into correction coefficients for the effects of throttle and braking. After summing, the control parameters are obtained and their value range is determined. Finally, the throttle control command and braking control command are obtained, thereby effectively reducing the interference of different working conditions on the operation of the work vehicle and improving the stability and adaptability during driving. Attached Figure Description

[0042] Figure 1 This is a schematic diagram of the system of the present invention;

[0043] Figure 2 This is a control flowchart of the method of the present invention. Detailed Implementation

[0044] In this embodiment, as Figure 1 As shown, an intelligent auxiliary driving control system for a railway overhead contact line operation vehicle includes: a speed limit information acquisition module, a vehicle speed information acquisition module, a position information acquisition module, a track information acquisition module, a parameter debugging module, a data processing module, a throttle drive module, and a braking execution module.

[0045] The speed limit information acquisition module obtains discrete and segmented speed limit information from the track operation control equipment. After data filtering, splicing, and curve fitting, a complete speed limit curve is obtained and sent to the data processing module.

[0046] The vehicle speed information acquisition module obtains the current operating speed information of the work vehicle from the track operation control equipment and sends it to the data processing module;

[0047] The location information acquisition module obtains the kilometer marker location information of the work vehicle from the track operation control equipment and sends it to the data processing module;

[0048] The track information acquisition module obtains track information from the track operation control equipment and sends it to the data processing module. The track information includes: track gradient, curve radius, and tunnel length.

[0049] The parameter debugging module comprises a man-machine interface and a communication interface. After numerical and logical conversion, the control indicators and control parameters inputted from outside are obtained and sent to the data processing module. The control indicators include target parking position, parking accuracy index, comfort index, running time index and energy consumption index. The control parameters include parking accuracy weight coefficient, comfort weight coefficient, punctuality weight coefficient, energy consumption weight coefficient, speed-throttle calibration curve quadratic coefficient, speed-throttle calibration curve linear coefficient, speed-throttle calibration curve constant term, speed difference threshold value inner correction coefficient, speed difference threshold value outer correction coefficient, slope threshold value inner correction coefficient, slope threshold value outer correction coefficient, curve radius threshold value inner correction coefficient, tunnel length threshold value outer correction coefficient and brake correction coefficient.

[0050] The data processing module generates a target speed-position curve according to the received speed limit information, track information and control indicators, and sends brake control instructions and throttle control instructions to the brake execution module and the throttle driving module respectively after calculating the brake control instructions and throttle control instructions in combination with vehicle speed information, position information and control parameters.

[0051] The throttle driving module converts the received throttle control instructions into an electronic throttle signal and sends it to the working vehicle throttle controller to drive the working vehicle to travel.

[0052] The brake execution module converts the received brake control instructions into pulse signals and direction signals, and controls the motor to drive the brake valve core of the working vehicle to rotate to complete the brake operation of the working vehicle.

[0053] In this embodiment, an intelligent auxiliary driving control method for a railway catenary working vehicle is provided, as shown in Figure 2 The method comprises the following steps:

[0054] Step 1: Obtain speed limit and track information from the railway catenary working vehicle track operation control device, and convert the multi-objective problem into a single-objective problem according to the set control indicators, and construct a comprehensive control objective function F using formula (1):

[0055] F = μ1 × K1 + μ2 × K2 + μ3 × K3 + μ4 × K4 (1)

[0056] In formula (1), K1 is the parking accuracy index, and K1 = |S p -S t |, S p is the actual parking position, The entire route is divided into n segments, a i , V i , S i are the acceleration, terminal speed and terminal position of the working vehicle on the i-th segment of the line respectively; S tK2 is a comfort index, and K3 is a punctuality index, and K3 = |T p -T t |, T p is an actual driving time, and T i is a running time of the i-th section of the work vehicle, T t represents a target driving time, K4 is an energy consumption index, and m is the mass of the work vehicle; μ1 is a parking accuracy weight coefficient, μ2 is a comfort weight coefficient, μ3 is a punctuality weight coefficient, and μ4 is an energy consumption weight coefficient; in this embodiment, μ1, μ2, μ3, and μ4 are respectively taken as 0.5, 0.1, 0.1, and 0.2, and m = 4.7*10 4 kg; S0 = 0 and V0 = 0.

[0057] Step 2, using a genetic algorithm, a comprehensive control target function F is converted into a fitness function Fit to be solved, and a target speed-position curve is generated; wherein the fitness function of the genetic algorithm is Combined with the current position S of the railway catenary work vehicle, the current target vehicle speed V a is obtained from the target speed-position curve.

[0058] Step 3, the speed-throttle calibration curve V-Thr under the steady speed flat slope straight condition is expressed as: Thr = x1*V 2 +x2*V+x3, wherein x1 represents a quadratic term coefficient of the speed-throttle calibration curve, x2 represents a linear term coefficient of the speed-throttle calibration curve, and x3 represents a constant term of the speed-throttle calibration curve, in this embodiment, x1 = -0.000768, x2 = 0.132, and x3 = 0; according to the current vehicle speed V of the railway catenary work vehicle and the speed-throttle calibration curve V-Thr under the steady speed flat slope straight condition, an initial throttle control parameter Thr0 is obtained through calculation.

[0059] Step 4, a correction coefficient A is calculated:

[0060] When |V-V a |≤Δ, A = x4*(V a -V) is set, wherein x4 represents a correction coefficient within a speed difference threshold, and belongs to 0.1-0.5 and takes different values according to V; and Δ represents the speed difference threshold.

[0061] When |V-V a |>Δ, A = x5*(V a -V) is set, wherein x5 represents a correction coefficient outside the speed difference threshold, and belongs to 0.5-10 and takes different values according to V.

[0062] Step 5, using the current slope a in the track information, calculate the correction coefficient B:

[0063] When |a|<ε, let B=x6xa, wherein x6 represents the correction coefficient within the slope threshold, belonging to 10-100, and taking different values according to V; ε represents the slope threshold;

[0064] When the slope |a|≥ε, let B=x7xa, wherein x7 represents the correction coefficient outside the slope threshold, belonging to 10-200, and taking different values according to V;

[0065] Step 6, using the curve radius r in the track information, calculate the correction coefficient C:

[0066] When the curve radius r<τ, let C=x8 / r, wherein x8 represents the correction coefficient within the curve radius threshold, belonging to 500-1000, and taking different values according to the line conditions; τ represents the radius threshold;

[0067] When the curve radius r≥τ, let C=0;

[0068] Step 7, using the tunnel length L in the track information, calculate the correction coefficient D:

[0069] When the tunnel length L≥σ, let D=L / x9, wherein x9 represents the correction coefficient outside the tunnel length threshold, belonging to 5000-10000, and taking different values according to the line conditions; σ represents the length threshold;

[0070] When the tunnel length L<σ, let D=0;

[0071] Step 8, calculate the control parameter Thr1=Thr0+A+B+C+D;

[0072] If 0≤Thr1≤δ, let the throttle control parameter Thr2=Thr1, and the brake control parameter Bre=0; wherein δ represents the throttle threshold;

[0073] If Thr1>δ, let Thr2=δ, and Bre=0;

[0074] If Thr1<0, let the throttle control parameter Thr2=0, and the brake control parameter Bre=x 10 ×|Thr1|, wherein x 10 represents the brake correction coefficient, belonging to 0-10, and taking different values according to the performance parameters of the working vehicle;

[0075] In this embodiment, Δ=3km / h, ε=10‰, τ=3000m, σ=500m, and δ=13;

[0076] Step 9: Combine the throttle control parameter Thr2 and the brake control parameter Bre, calculate and send the throttle control instruction and the brake control instruction to make the working vehicle advance or decelerate, so as to realize the intelligent auxiliary driving control of the railway catenary working vehicle.

Claims

1. An intelligent assisted driving control system for a railway overhead contact line operation vehicle, characterized in that, include: Speed ​​limit information acquisition module, vehicle speed information acquisition module, location information acquisition module, track information acquisition module, parameter debugging module, data processing module, throttle drive module, and brake execution module; The speed limit information acquisition module obtains speed limit information from the track operation control equipment and sends it to the data processing module; The vehicle speed information acquisition module obtains vehicle speed information from the track operation control equipment and sends it to the data processing module; The location information acquisition module obtains location information from the track operation control equipment and sends it to the data processing module; The track information acquisition module obtains track information from the track operation control equipment and sends it to the data processing module. The track information includes: track gradient, curve radius, and tunnel length. The parameter debugging module acquires externally input control indicators and control parameters and sends them to the data processing module. The control indicators include: target parking position, parking accuracy indicator, comfort indicator, running time indicator, and energy consumption indicator. The control parameters include: speed difference threshold correction coefficient, speed difference threshold correction coefficient, slope threshold correction coefficient, slope threshold correction coefficient, curve radius threshold correction coefficient, tunnel length threshold correction coefficient, and braking correction coefficient. The data processing module generates a target speed-position curve based on the received speed limit information, track information, and control indicators. It then calculates throttle control commands and braking control commands by combining vehicle speed information, position information, and control parameters, and sends them to the throttle drive module and braking execution module accordingly. The throttle drive module converts the received throttle control command into an electronic throttle signal and sends it to the throttle controller of the work vehicle to drive the work vehicle forward. The braking execution module converts the received braking control command into pulse signals and direction signals, and then controls the motor to drive the brake valve core of the work vehicle to rotate, so as to complete the braking operation of the work vehicle.

2. A method for intelligent assisted driving control of a railway overhead contact line operation vehicle, characterized in that, The procedure is as follows: Step 1: Obtain speed limit and track information from the track operation control equipment, and construct a comprehensive control objective function F based on the set control indicators and control parameters. The control indicators include target parking position, parking accuracy, comfort, running time, and energy consumption. The control parameters include correction coefficients within and outside the speed difference threshold, correction coefficients within and outside the slope threshold, correction coefficients within and outside the slope threshold, correction coefficients within and outside the curve radius threshold, correction coefficients outside the tunnel length threshold, and braking correction coefficients. Step 2: Using a genetic algorithm, the comprehensive control objective function F is converted into a fitness function Fit and solved to generate a target speed-position curve; combined with the current position S of the railway catenary maintenance vehicle, the current target vehicle speed V is obtained from the target speed-position curve. a ; Based on the current speed V of the railway overhead contact line maintenance vehicle, the initial throttle control parameter Thr0 is obtained from the speed-throttle calibration curve V-Thr under the steady speed flat slope straight track condition; Step 3: Calculate the correction factor A: When |VV a When |≤Δ, let A=x4×(V) a -V), where x4 represents the correction coefficient within the speed difference threshold, Δ represents the speed difference threshold, and V represents the current speed of the railway catenary operation vehicle; When |VV a When |>Δ, let A=x5×(V) a -V), where x5 represents the speed difference threshold correction coefficient; Step 4: Calculate the correction factor B using the current gradient 'a' from the track information. When |a|<ε, let B=x6×a, where x6 represents the slope threshold correction coefficient; ε represents the slope threshold. When |a|≥ε, let B=x7×a, where x7 represents the slope threshold correction coefficient; Step 5: Calculate the correction factor C using the curve radius r from the orbital information: When r < τ, let C = x8 / r, where x8 represents the correction coefficient within the curve radius threshold; τ represents the radius threshold. When r ≥ τ, let C = 0; Step 6: Calculate the correction factor D using the tunnel length L from the track information. When L≥σ, let D=L / x9, where x9 represents the correction coefficient outside the tunnel length threshold; σ represents the length threshold; When L < σ, let D = 0; Step 7: Calculate the control parameter Thr1 = Thr0 + A + B + C + D; If 0 ≤ Thr1 ≤ δ, then let the throttle control parameter Thr2 = Thr1 and the braking control parameter Bre = 0; where δ represents the throttle threshold. If Thr1 > δ, then let Thr2 = δ and Bre = 0; If Thr1 < 0, then set the throttle control parameter Thr2 = 0 and the braking control parameter Bre = x. 10 ×|Thr1|, where x 10 Indicates the braking correction factor; Step 8: The throttle controller drives the work vehicle to move according to the throttle control parameter Thr2, and the motor drives the brake valve core of the work vehicle to rotate according to the brake control parameter Bre, thereby realizing intelligent assisted driving control of the railway catenary work vehicle.

3. The intelligent assisted driving control method for railway catenary operation vehicles according to claim 2, characterized in that, The comprehensive control objective function F in step 1 is constructed using equation (1): F=μ1×K1+μ2×K2+μ3×K3+μ4×K4 (1) In equation (1), K1 is the parking accuracy index, and K1 = |S p -S t |,S p S represents the actual parking location. t Let K2 represent the target parking location, K3 represent the comfort index, and K3 represent the punctuality index, where K3 = |T|. p -T t |,T p T represents the actual travel time. t The target driving time is represented by K4, which is the energy consumption index, μ1 is the vehicle accuracy weight coefficient, μ2 is the comfort weight coefficient, μ3 is the punctuality weight coefficient, and μ4 is the energy consumption weight coefficient.

Images