Energy monitoring method, device and medium based on dynamic map

Abstract

The present invention relates to an energy monitoring method, device and medium based on a dynamic map, the method comprising the following steps: step A: obtaining the current position of the train and the position of the train's operable range in a standard electronic map; step B: constructing a one-dimensional coordinate map with the minimum safe position of the rear of the train as the coordinate origin; step C: offline calculation of gravity work and train braking work, and adding the calculation results to the one-dimensional coordinate map; step D: calculating the train energy and the energy of each limit point, and judging whether the train is over-energy; step E: recalculating from step A according to the new train position update in the next cycle. Compared with the prior art, the present invention has the advantages of greatly reducing program complexity and improving program performance.

Description

Technical Field

[0001] The invention relates to a train signal control system, and in particular to an energy monitoring method, equipment and medium based on a dynamic map. Background Art

[0002] Electronic maps are an important part of the communication-based train automatic control system. They contain train parameter information (train length, transponder antenna position) and line information (transponder position, signal position, turnout position, platform area, etc.) data required for train operation. "China Urban Rail Transit Association Technical Equipment Professional Committee. CZJS / T 0040-2016. Interoperable On-board Electronic Map Technical Specifications [S]. 2016" unifies the electronic map generation methods of various signal manufacturers, including track sections and division principles, electronic map directions, coordinate point locations, etc.

[0003] The automatic train protection method based on energy monitoring is an advanced automatic train protection technology. Its general implementation method is to assume that the current train issues an emergency braking command, and the train will follow the following steps: Figure 1 The train runs in the manner shown in the figure. The horizontal axis is the train displacement, the vertical axis is the speed, and the train head is located at the coordinate origin X0. There are three stages from the issuance of the braking command to the parking, which comes from IEEE Std1474.1-1999 (IEEE Standard for Communications-Based TrainControl (CBTC) Performance and Functional Requirements, Performance and Functional Standards for Communication-Based Train Control Systems). They are X0 to X1, the traction force has not been cut off, the braking force has not been applied, and the train is in the acceleration stage under the combined action of traction and gravity (slope); X1 to X2, the traction force of the train has been cut off, but the braking force has not been applied, and the train is in the idling stage affected by gravity and gravity (slope); X2 to XC, the emergency brake has been applied, and the train is in the emergency braking stage under the combined action of emergency braking force and gravity (slope). Different X0 speeds during train operation correspond to the formation of an emergency braking trigger curve, such as Figure 2 As shown. The train calculates the current kinetic energy of the train according to the most unfavorable situation, and the traction work, braking work, and gravity work in the three stages to see whether they meet the corresponding requirements when reaching the downstream speed limit or parking point. If they meet the requirements, it is considered safe, otherwise, emergency braking is immediately applied to ensure safe parking.

[0004] Chinese patent publication CN 102897193A discloses an automatic train protection method based on the energy conservation principle, which is implemented as follows:

[0005] According to the formula Ek=Ek0+Wg+Wtraction+Wbraking, the kinetic energy of the train can be obtained, and it can be judged whether the kinetic energy of the train exceeds the maximum allowable kinetic energy of the limit point. If yes, the train emergency braking is triggered immediately, otherwise it runs normally. In the formula, Ek is the kinetic energy of the train; Ek0 is the initial value of the kinetic energy of the train; Wg is the work done by gravity; Wtraction is the work done by traction; and Wbraking is the work done by braking force.

[0006] When using electronic maps to perform various energy calculations, since there are usually multiple sections within the train's operating range, it is necessary to convert X1, X2, and XC to a standard electronic map with well-divided sections based on their positions relative to X0 in order to calculate the work done by gravity at the corresponding position. Figure 3 As shown, the direction from left to right is the UP direction of the electronic map. Point X0 is represented by the standard electronic map as (B0, 0), B0 is the section number divided according to the interoperability specification, and 0 is the offset in the B0 section; point X1 is represented as (B0, x), x is the distance from X1 to X0; point X2 is represented as (B1, x), which is the offset of point X2 in the B1 section relative to the starting position of the B1 section; point XC is represented as (B3, x), x is the distance of point XC relative to the starting point of B3. When traversing downstream from X0 to find point XC, you will pass through turnout P. You can find it by searching for XC on B3 according to the authorized turnout location information. There will also be light bulb lines when searching on electronic maps. Light bulb lines are like Figure 4 As shown in the figure, the downstream direction of B0 is UP, and the upstream direction of B1 is also UP. This type of bulb line is called an UP bulb line. Symmetrical bulb lines are all DOWN. Since the coordinates in the electronic map are offset relative to the starting point in the UP direction, when encountering a bulb line during the search process, in addition to changing the direction, it is also necessary to calculate the coordinate calculation method of a certain point according to the current search direction.

[0007] In addition to the restricted points that require parking, there are also some non-stop restricted points, such as PSR (permanent speed limit) and TSR (temporary speed limit), which also need to calculate whether the energy at the location is over-energy. Then it is necessary to know the position of these restricted points relative to X1, X2, and XC. When using the standard electronic map method, since the relative position of points cannot be known, only one point can be used as the starting point, such as X2, and search upstream first, and then search downstream. Only when the search is found can the relative position and distance be known for calculation. This method is not only complex in program design (it needs to consider turnouts, poles, etc.), but also requires a large number of loops, which is time-consuming, and the maintainability and robustness of the program are relatively poor. Summary of the invention

[0008] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide an energy monitoring method, device and medium based on a dynamic map, which can greatly reduce the complexity of the program and improve the program performance.

[0009] The purpose of the present invention can be achieved by the following technical solutions:

[0010] According to a first aspect of the present invention, a method for energy monitoring based on a dynamic map is provided, the method comprising the following steps:

[0011] Step A: Obtain the current position of the train and the position of the train's operable range in the standard electronic map;

[0012] Step B: construct a one-dimensional coordinate map with the minimum safe position of the rear of the vehicle as the coordinate origin;

[0013] Step C: Offline calculation of gravity work and train braking work, and adding the calculation results to the one-dimensional coordinate map;

[0014] Step D: Calculate the train energy and the energy of each limiting point, and determine whether the train exceeds the energy;

[0015] Step E: The next cycle is recalculated from step A based on the new train position update.

[0016] As a preferred technical solution, the current position of the train in step A is provided by the positioning module with the specific section number and offset position of the front and rear of the vehicle in the electronic map.

[0017] As a preferred technical solution, the train operable range in step A is sent by the zone controller ZC to the on-board equipment in the CBTC mode, including the starting position and the ending position, and is represented by the section number plus the offset of the standard electronic map;

[0018] In BM mode, the downstream operable end point is sent to the vehicle-mounted device by the BM beacon, and the operable end point is represented by the standard electronic map section number plus the offset.

[0019] As a preferred technical solution, the step B: constructing a one-dimensional coordinate map with the minimum safe position of the rear of the vehicle as the coordinate origin is specifically as follows:

[0020] According to the train position, take the train's minimum safe position as the coordinate origin, traverse each section in the downstream direction of the train, and set the train head position, X1, X2, XC and the distance of various restriction points relative to the coordinate origin as their new coordinates;

[0021] Among them, point X0 is represented by (B0, 0) on a standard electronic map, where B0 is the segment number divided according to the interoperability specification, and 0 is the offset within the B0 segment; point X1 is represented by (B0, x), where x is the distance from X1 to X0; point X2 is represented by (B1, x), that is, the offset of point X2 within the B1 segment relative to the starting position of the B1 segment; point XC is represented by (B3, x), where x is the distance of point XC relative to the starting point of B3.

[0022] As a preferred technical solution, in CBTC mode, the starting point of the operable section is searched upstream from the minimum safe position of the train as the coordinate origin, and the cumulative length is recorded as a negative number as the new coordinate;

[0023] There is no need to construct negative coordinates in BM mode.

[0024] As a preferred technical solution, the offline calculation of gravity work and train braking work in step C is specifically as follows:

[0025] Taking the starting position of the standard electronic map section as the starting point, calculate the gravity work W from the train to the end of the section g(bx) , where bx represents the segment number;

[0026] Taking the starting position of the standard electronic map section as the starting point, different braking forces are used according to the specific situation of the section to calculate the minimum work done by the braking force at the end of the section. braking(bx) , where bx represents the segment number.

[0027] As a preferred technical solution, the calculation result is added to the one-dimensional coordinate map in step C, specifically:

[0028] The gravity work of the required section is accumulated in the one-dimensional coordinate map as the specific value of the gravity work when the train runs to the position, which is:

[0029]

[0030] Use this formula to calculate the gravity work done by X1, X2, XC, and each restriction point.

[0031] Since the braking force does work only after point X2, the following formula is used to calculate the specific value of the braking force work at each position after point X2;

[0032]

[0033] As a preferred technical solution, the step D: calculating the train energy and the energy of each limiting point, and judging whether the train exceeds the energy is specifically as follows:

[0034] Calculate the initial value of the train kinetic energy Ek0, the work done by the train traction force Wtraction, and the train kinetic energy limit value Elimit at the limit point;

[0035] The train energy is calculated using the following formula:

[0036] Ek=Ek0+Wg+Wtraction+Wbraking;

[0037] The energy of the train at point X2 is Ek(X2)=Ek0+Wg(X2)+Wtraction+Wbraking, where Ek0 is the initial value of the train's kinetic energy, Wg(X2) is the work done by the train's gravity at point X2, Wtraction is the work done by the train's traction force, and Wbraking is 0 at point X2. Therefore, the train energy at point X2 is simplified to Ek(X2)=Ek0+Wg(X2)+Wtraction;

[0038] Since point X2 is the point with the highest energy during the braking process of the train, if the limit point is located upstream of point X2, the formula Elimit>Ek(X2) is directly used to determine whether the limit point exceeds the energy limit. If the inequality holds, the train does not exceed the energy limit. Otherwise, the train exceeds the energy limit and emergency braking is required.

[0039] The train energy calculation formula for the restriction point downstream of point X2 is:

[0040] Ek=Ek(X2)+Wg(x2-x)+Wbraking(x)

[0041] Where Ek(X2) is the energy of the train at point X2, Wg(x2-x) is the cumulative gravitational work from point X2 to the limit point, and Wbraking(x) is the work done by the train's braking force to the position at point x. The formula Elimit>Ek is used to determine whether the limit point exceeds the energy limit. If the inequality holds, the train does not exceed the energy limit. Otherwise, the train exceeds the energy limit and emergency braking is required.

[0042] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0043] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0044] Compared with the prior art, the present invention has the following advantages:

[0045] 1. The method of converting the coordinate system from the standard electronic map to the one-dimensional coordinate system simplifies the program design and makes the structure clearer and more concise;

[0046] 2. The conversion of the coordinate system from the standard electronic map to one-dimensional coordinates makes the calculation process simpler and improves the efficiency of program execution;

[0047] 3. Clear and concise program design is conducive to program maintenance and stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 This is a schematic diagram of the train's operation after emergency braking;

[0049] Figure 2 It is a schematic diagram of the emergency braking curve during the train operation process;

[0050] Figure 3 It is a schematic diagram of the corresponding relationship between the train emergency braking curve and the standard electronic map;

[0051] Figure 4 This is a schematic diagram of the light bulb line;

[0052] Figure 5 It is a schematic diagram of the corresponding relationship between the standard electronic map and the dynamic map;

[0053] Figure 6 It is a specific flow chart of the method of the present invention. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0055] like Figure 5 As shown, before performing energy calculation, the present invention constructs a one-dimensional coordinate system according to the train's operable range, takes the train's minimum safe positioning as the origin, and constructs an increasing coordinate system downstream. Each point of energy calculation (X0, X1, X2, XC), as well as various restriction points (signals, uncontrolled turnouts, EOA, PSR, TSR), etc. are calculated on this one-dimensional coordinate. The relative position relationship can be known by directly comparing the coordinate size, and the relationship between areas and areas, and areas and points can also be directly compared in size. The work done by gravity can be quickly calculated at any point by accumulating the position relative to the coordinate origin. This method can greatly reduce program complexity and improve program performance.

[0056] like Figure 6 As shown, the energy monitoring method based on dynamic map provided by the present invention adopts the following steps:

[0057] Step A: Obtain the current position of the train and the position of the train's operable range in the standard electronic map;

[0058] Step B: construct a one-dimensional coordinate map with the minimum safe position of the rear of the vehicle as the coordinate origin;

[0059] Step C: Offline calculation of gravity work and train braking work, and adding the calculation results to the one-dimensional coordinate map;

[0060] Step D: Calculate the train energy and the energy of each limiting point, and determine whether the train exceeds the energy;

[0061] Step E: The next cycle is recalculated from step A based on the new train position update.

[0062] The step A described above is to obtain the current position of the train and the position of the farthest traversable position in the standard electronic map, specifically:

[0063] The current train position is provided by the positioning module, including the specific section number and offset position of the front and rear of the vehicle in the electronic map.

[0064] In CBTC mode, the train's operable range is sent to the vehicle by the ZC (Zone Controller), including the starting position and the ending position, which are also represented by the section number plus offset of the standard electronic map. In BM mode, the downstream operable end point is sent to the vehicle by the BM beacon, and the operable end point is represented by the section number plus offset of the standard electronic map.

[0065] The step B: constructing a one-dimensional coordinate map with the minimum safe position of the rear of the vehicle as the coordinate origin, specifically:

[0066] According to the train position, take the train's minimum safe position as the coordinate origin and traverse each section in the downstream direction of the train. Set the train head position, X1, X2, XC and the distance of various restriction points relative to the coordinate origin as their new coordinates.

[0067] In CBTC mode, the starting point of the operable section is searched upstream from the minimum safe position of the train as the coordinate origin, and the cumulative length is recorded as a negative number as the new coordinate.

[0068] There is no need to construct negative coordinates in BM mode.

[0069] The step C: calculating the gravity work and the train braking work offline, and adding the calculation results to the one-dimensional coordinate map;

[0070] The Wg calculation method in the patent "CN 102897193B" is used in the offline software. The starting position of the standard electronic map section is taken as the starting point to calculate the gravity work Wg(bx) from the train to the end position of the section, where bx represents the section number.

[0071] The Wbraking calculation method in the patent "CN 102897193B" is used in the offline software. The starting position of the standard electronic map section is taken as the starting point. Different braking forces are used according to the specific conditions of the section location (dry rail, wet rail) to calculate the minimum braking force work Wbraking (bx) at the end of the section, where bx represents the section number.

[0072] The gravity work of the required section is accumulated in the one-dimensional coordinate map as the specific value of the gravity work when the train runs to the position, which is:

[0073]

[0074] Use this formula to calculate the gravity work done at X1, X2, XC, and each restriction point respectively.

[0075] Since the braking force does work only after point X2, the following formula is used at each position after point X2 to calculate the specific value of the braking force work at that position during operation.

[0076]

[0077] The step D: calculating the train energy and the energy of each limiting point, and judging whether the train exceeds the energy, is specifically as follows:

[0078] According to the formula in the patent "CN 102897193B", the initial value of the train kinetic energy Ek0, the work done by the train traction force Wtraction, and the train kinetic energy limit value Elimit at the limit point are calculated.

[0079] The train energy is calculated using the following formula:

[0080] Ek=Ek0+Wg+Wtraction+Wbraking

[0081] The energy of the train at point X2 is Ek(X2)=Ek0+Wg(X2)+Wtraction+Wbraking, where Ek0 is the initial value of the train's kinetic energy, Wg(X2) is the work done by the train's gravity at point X2, Wtraction is the work done by the train's traction force, and Wbraking is 0 at X2. Therefore, the train energy at point X2 can be simplified to Ek(X2)=Ek0+Wg(X2)+Wtraction.

[0082] Since point X2 is the point with the highest energy during the braking process of the train, if the limit point is located upstream of point X2, the formula Elimit>Ek(X2) is directly used to determine whether the limit point exceeds the energy limit. If the inequality holds, the train does not exceed the energy limit. Otherwise, the train exceeds the energy limit and emergency braking is required.

[0083] The train energy calculation formula for the restriction point downstream of point X2 is:

[0084] Ek=Ek(X2)+Wg(x2-x)+Wbraking(x)

[0085] Where Ek(X2) is the energy of the train at point X2, Wg(x2-x) is the cumulative gravity work from point X2 to the limit point, and Wbraking(x) is the work done by the train braking force to the position of point x. Use the formula Elimit>Ek to determine whether the limit point exceeds the energy. If the inequality holds, the train does not exceed the energy. Otherwise, the train exceeds the energy and emergency braking needs to be applied.

[0086] The step E described above is to recalculate from step A according to the new train position update in the next cycle, specifically:

[0087] Since the train is in operation, the position of each cycle is different, and the authorized operable area is also different, so it is necessary to recalculate from step A in the new cycle. Or the train position is updated without changing the origin, and the map is rebuilt when the authorized operable area changes.

[0088] The present invention dynamically constructs one-dimensional coordinates according to the train position and the operable interval for upper-level energy calculation, simplifies the implementation method, and thus improves the performance and safety response time of the vehicle-mounted control system.

[0089] Since the authorized operation interval is usually updated after multiple cycles, the one-dimensional coordinate origin in the present invention can also be updated again when the authorized operation interval is updated. This method is also within the scope of this patent.

[0090] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0091] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0092] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0093] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0094] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0095] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0096] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0097] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. An energy monitoring method based on a dynamic map, characterized in that: The method comprises the following steps: Step A: Obtain the current position of the train and the position of the train's operable range in the standard electronic map; Step B: construct a one-dimensional coordinate map with the minimum safe position of the rear of the vehicle as the coordinate origin; Step C: Offline calculation of gravity work and train braking work, and adding the calculation results to the one-dimensional coordinate map; Step D: Calculate the train energy and the energy of each limiting point, and determine whether the train exceeds the energy; Step E: The next cycle is recalculated from step A based on the new train position update; The step B: constructing a one-dimensional coordinate map with the minimum safe position of the rear of the vehicle as the coordinate origin is specifically as follows: According to the train position, take the train's minimum safe position as the coordinate origin, traverse each section in the downstream direction of the train, and set the train head position, X1, X2, XC and the distance of various restriction points relative to the coordinate origin as their new coordinates; Among them, point X0 is represented by (B0, 0) on a standard electronic map, where B0 is the segment number divided according to the interoperability specification, and 0 is the offset within the B0 segment; point X1 is represented by (B0, x), where x is the distance from X1 to X0; point X2 is represented by (B1, x), that is, the offset of point X2 within segment B1 relative to the starting position of segment B1; point XC is represented by (B3, x), where x is the distance of point XC relative to the starting point of segment B3; The step D: calculating the train energy and the energy of each restriction point, and judging whether the train exceeds the energy is specifically as follows: Calculate the initial value of the train kinetic energy Ek0, the work done by the train traction force Wtraction, and the train kinetic energy limit value Elimit at the limit point; The train energy is calculated using the following formula: Ek=Ek0+Wg+Wtraction+Wbraking; The energy of the train at point X2 is Ek(X2)=Ek0+Wg(X2)+Wtraction+Wbraking, where Ek0 is the initial value of the train's kinetic energy, Wg(X2) is the work done by the train's gravity at point X2, Wtraction is the work done by the train's traction force, and Wbraking is 0 at point X2. Therefore, the train energy at point X2 is simplified to Ek(X2)=Ek0+Wg(X2)+Wtraction; Since point X2 is the point with the highest energy during the braking process of the train, if the limit point is located upstream of point X2, the formula Elimit>Ek(X2) is directly used to determine whether the limit point exceeds the energy limit. If the inequality holds, the train does not exceed the energy limit. Otherwise, the train exceeds the energy limit and emergency braking is required. The train energy calculation formula for the restriction point downstream of point X2 is: Ek=Ek(X2)+Wg(x2-x)+Wbraking(x) Where Ek(X2) is the energy of the train at point X2, Wg(x2-x) is the cumulative gravitational work from point X2 to the limit point, and Wbraking(x) is the work done by the train's braking force to the position at point x. The formula Elimit>Ek is used to determine whether the limit point exceeds the energy limit. If the inequality holds, the train does not exceed the energy limit. Otherwise, the train exceeds the energy limit and emergency braking is required.

2. The energy monitoring method based on dynamic map according to claim 1, characterized in that: The current position of the train in step A is provided by the positioning module with the specific section number and offset position of the front and rear of the vehicle in the electronic map.

3. The energy monitoring method based on dynamic map according to claim 1, characterized in that: The train operable range in step A is sent by the zone controller ZC to the on-board equipment in the CBTC mode, including the starting position and the ending position, and is represented by the section number plus the offset of the standard electronic map; In BM mode, the downstream operable end point is sent to the vehicle-mounted device by the BM beacon, and the operable end point is represented by the standard electronic map section number plus the offset.

4. The energy monitoring method based on dynamic map according to claim 1, characterized in that: In CBTC mode, the train's minimum safe position is used as the coordinate origin to find the start point of the operable section upstream, and the cumulative length is recorded as a negative number as the new coordinate; There is no need to construct negative coordinates in BM mode.

5. The energy monitoring method based on dynamic map according to claim 1, characterized in that: The offline calculation of gravity work and train braking work in step C is specifically as follows: Taking the starting position of the standard electronic map section as the starting point, calculate the gravity work W from the train to the end of the section g(bx) , where bx represents the segment number; Taking the starting position of the standard electronic map section as the starting point, different braking forces are used according to the specific situation of the section to calculate the minimum work done by the braking force at the end of the section. braking(bx) , where bx represents the segment number.

6. The energy monitoring method based on dynamic map according to claim 5, characterized in that: In the step C, the calculation result is added to the one-dimensional coordinate map, specifically: The gravity work of the required section is accumulated in the one-dimensional coordinate map as the specific value of the gravity work when the train runs to the position, which is: Use this formula to calculate the gravity work done by X1, X2, XC, and each restriction point. Since the braking force does work only after point X2, the following formula is used to calculate the specific value of the braking force work at each position after point X2; 7. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 6 is implemented.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

Images