Train automatic driving speed planning method and device

Abstract

The application provides a train automatic driving speed planning method and device, the method comprises the following steps: obtaining train parameters; establishing a train kinematics model according to the train parameters; calculating the highest cruise speed of each speed limit section of the train according to the train kinematics model, and generating a first shortest time ATO target speed curve; optimizing the comfort of the first shortest time ATO target speed curve according to the current train running condition, and generating a second shortest time ATO target speed curve; adjusting the cruise speed of each speed limit section in the second shortest time ATO target speed curve according to the train operation timetable time, and generating a third shortest time ATO target speed curve; and controlling the train running according to the third shortest time ATO target speed curve. The method is used to solve the defect that the train automatic driving speed planning in the prior art cannot fully combine the real-time characteristics of the vehicle, and realizes the improvement of the train automatic driving in the aspects of precise control, energy-saving operation and riding comfort.

Description

Technical Field

[0001] This invention relates to the field of automatic train operation technology, and in particular to a method and apparatus for automatic train speed planning. Background Technology

[0002] Urban rail transit is a high-capacity public transportation infrastructure and a backbone mode of transportation in cities that guides and supports green and low-carbon travel. Urban rail transit itself has significant advantages in energy conservation and emission reduction, but excessive total energy consumption remains a major pain point for urban rail transit.

[0003] In the field of urban rail transit, rolling stock and signaling systems are core systems, and they typically communicate via interfaces. As projects become operational, interface issues between the rolling stock and signaling systems inevitably arise. Improper interface design, mismatch, and misunderstanding can all significantly impact and disrupt operations. The existing ATO (Automatic Train Operation) control mode of the signaling system fails to fully consider the real-time characteristics of the rolling stock, making it impossible to achieve energy-efficient operation or minimized travel time. Furthermore, the manual driving mode employs a more rudimentary control strategy, frequently switching between traction and braking while prioritizing train travel time, without considering optimal train operation control from a comprehensive perspective of the entire train operation system.

[0004] Current automated train control methods are still based on traditional automation theory. This involves first generating a target curve based on the train schedule, track conditions, and train status, and then using a control algorithm to make the train follow the target curve. This automated control method is inadequate in terms of precise and efficient train control, punctuality, energy efficiency, and passenger comfort, and thus fails to meet the requirements of current automated train control systems. Summary of the Invention

[0005] This invention provides a method and apparatus for speed planning of automatic train operation, which addresses the shortcomings of existing automatic train speed planning that fails to fully incorporate real-time vehicle characteristics, thereby improving the accuracy of automatic train operation, energy efficiency, and passenger comfort.

[0006] This invention provides a speed planning method for automatic train operation, comprising:

[0007] Obtain train parameters;

[0008] A train kinematic model is established based on the train parameters;

[0009] The maximum cruising speed of the train in each speed-limited section is calculated based on the train kinematic model, and the first shortest ATO target speed curve is generated.

[0010] Based on the current train operation status, optimize the comfort of the first shortest time ATO target speed curve and generate the second shortest time ATO target speed curve;

[0011] Adjust the cruising speed of each speed limit section in the second shortest time ATO target speed curve according to the train operating timetable, and generate the third shortest time ATO target speed curve.

[0012] Train operation is controlled according to the third shortest time ATO target speed curve.

[0013] According to the present invention, a method for speed planning of automatic train operation, wherein establishing a train kinematic model based on the train parameters includes:

[0014] A train kinematic model is established based on the train parameters. The train kinematic model includes the calculation formulas for the maximum traction force, maximum braking force, and resultant resistance force.

[0015] The maximum traction force is calculated using the train traction characteristic curve or a fitted traction force-speed formula; the maximum braking force is calculated using the train braking characteristic curve; and the resultant resistance force is calculated using relevant parameters of the train and its test track.

[0016] According to the train automatic driving speed planning method provided by the present invention, the maximum traction force F traction The calculation formula is:

[0017] F traction =f t (v)

[0018] Among them, f t (v) represents the train's traction characteristics F traction The -v curve represents the maximum traction force that a train can exert at different speeds;

[0019] The maximum braking force F brake The calculation formula is:

[0020] F brake =f b (v)

[0021] Among them, f b (v) represents the braking characteristics of the train, F. brake The -v curve represents the maximum braking force that the train can exert at different speeds;

[0022] The resultant resistance force F res The calculation formula is:

[0023] F res =Fbasic +F add_ramp +F add_curve +F add_tunnel

[0024] Among them, F basic For basic resistance, F add_ramp Add resistance to the ramp, F add_curve Adding resistance to curves, F add_tunnel Add resistance to the tunnel;

[0025] The basic resistance F basic The calculation formula is:

[0026] F basic = (a+bV+cV) 2 )×Mg

[0027] The additional resistance F of the ramp add_ramp The calculation formula is:

[0028] F add_ramp =i×Mg

[0029] The additional resistance F of the curve add_curve The calculation formula is:

[0030]

[0031] The additional resistance F of the tunnel add_tunnel The calculation formula is:

[0032] F add_tunnel =0.00013L sd ×Mg

[0033] Where a, b, and c are basic resistance coefficients, determined through train resistance tests; M is the train mass; g is the acceleration due to gravity; i is the gradient percentage; A is an experimental constant; R is the radius of the curve; and L... sd This represents the tunnel length.

[0034] According to the train automatic driving speed planning method provided by the present invention, after establishing the train kinematic model based on the train parameters, the method further includes:

[0035] Based on the train kinematics model, a train energy consumption calculation model and a train comfort evaluation model are established.

[0036] The train's energy consumption and comfort are analyzed in real time based on the train energy consumption calculation model and the train comfort evaluation model.

[0037] According to the train automatic driving speed planning method provided by the present invention, the train energy consumption calculation model is as follows:

[0038]

[0039] Where η is the energy absorption rate; F traction-n Let Δn be the traction force at any n meters, Δn be the step size of the traction calculation simulation, and N be the total number of steps the train takes between the two stations.

[0040] The train comfort calculation model is as follows:

[0041]

[0042] Among them, a n Let t be the acceleration at any point n meters. n Let be the time at any n meters, Δn be the step size of the traction calculation simulation, and N be the total number of steps the train takes between the two stations.

[0043] According to the present invention, an automatic train speed planning method is provided, wherein the step of calculating the maximum cruising speed of the train in each speed-limited section based on the train kinematic model and generating a first shortest ATO target speed curve includes:

[0044] Determine the maximum operating speed for each speed-limited section based on the route conditions;

[0045] Based on the highest operating speed of each speed limit zone, starting from the end of the speed limit zone, the braking speed limit zone speed curve of the corresponding speed limit zone is obtained by calculating meter by meter in reverse using the maximum braking force.

[0046] Merge the braking speed limit section speed curves of each speed limit section to generate the ATO target speed curve;

[0047] According to the ATO target speed curve, starting from the initial position in each speed limit zone, the train is controlled by the maximum traction force to maintain traction until the speed reaches the ATO target speed in the ATO target speed curve. After the train reaches the ATO target speed, the train is controlled by the maximum braking force to brake, thus obtaining the first shortest time ATO target speed curve.

[0048] According to the present invention, a train automatic driving speed planning method, wherein optimizing the comfort of the first shortest time ATO target speed curve based on the current train operating conditions and generating a second shortest time ATO target speed curve includes:

[0049] Analyze the punctuality of the first shortest time ATO target speed curve. If there is remaining time, calculate the acceleration of the train at maximum traction force by using the train kinematic model based on the force situation of the first shortest time ATO target speed curve at the transition from traction to cruise conditions.

[0050] Based on the acceleration of the train at its maximum traction force, calculate and adjust the traction level corresponding to each meter in the first shortest ATO target speed curve from the starting point of the speed limit section;

[0051] Based on the braking acceleration that the train can guarantee within the braking speed limit range, the braking level corresponding to each meter in the first shortest ATO target speed curve is calculated and adjusted accordingly.

[0052] Output the adjusted first shortest ATO target speed curve to obtain the second shortest ATO target speed curve.

[0053] According to the present invention, a train automatic driving speed planning method includes adjusting the cruising speed of each speed-limited section in the second shortest time ATO target speed curve based on the train operating timetable, and generating a third shortest time ATO target speed curve, comprising:

[0054] Calculate the train's travel time within the speed-limited section based on the second shortest ATO target speed curve;

[0055] Compare the train's operating time in the speed-limited section with the train's timetable time, and calculate and adjust the cruising speed of the highest speed-limited section in the second shortest ATO target speed curve using a linear approximation method until the train's timetable time requirement is met.

[0056] Output the adjusted second shortest ATO target velocity curve to obtain the third shortest ATO target velocity curve.

[0057] According to the present invention, an automatic train speed planning method includes comparing the train's operating time in the speed-limited section with the train's timetable operating time, and calculating and adjusting the cruising speed of the highest speed-limited segment in the second shortest-time ATO target speed curve using a linear approximation method until the train's timetable operating time requirements are met.

[0058] Compare the train's travel time t within the speed-limited section. c Train operating timetable T0:

[0059] Δt=T0-t c

[0060] If Δt>t z Then, by using the linear approximation method, ignoring the traction and braking processes within each speed limit zone, and assuming that the speed limit zone is assumed to be in cruise mode, the train's travel time t within the speed limit zone is obtained. c Cruise speed v at the highest speed limit segment in the second shortest ATO target speed curve cr A linear relationship;

[0061] Based on the aforementioned linear relationship, the cruise speed v at the maximum speed limit is calculated and adjusted multiple times. cr The value of , where the i-th time is calculated using the linear approximation method to determine the maximum speed limit cruise speed v. cr The formula is:

[0062]

[0063] Where T0 represents the train operating timetable, t c For the i-th calculation of the train's travel time within the speed-limited section, v cr (i) Let v be the cruising speed for the i-th calculation of the maximum speed limit segment. cr (i+1) The calculated new maximum speed limit cruise speed;

[0064] Adjust the cruise speed v at the maximum speed limit section cr The value, until Δt≤t z This is to meet the time requirements of the train operating timetable.

[0065] The present invention also provides a train automatic driving speed planning device, comprising:

[0066] The parameter acquisition module is used to acquire train parameters;

[0067] The model building module is used to build a train kinematic model based on the train parameters.

[0068] The curve generation module is used to calculate the maximum cruising speed of the train in each speed limit zone according to the train kinematic model, and generate the first shortest ATO target speed curve.

[0069] The comfort optimization module is used to optimize the comfort of the first shortest time ATO target speed curve based on the current train operation status and generate the second shortest time ATO target speed curve.

[0070] The speed adjustment module is used to adjust the cruising speed of each speed limit section in the second shortest time ATO target speed curve according to the train operating timetable, and generate the third shortest time ATO target speed curve.

[0071] The speed planning module is used to control train operation based on the third shortest ATO target speed curve.

[0072] The train automatic driving speed planning method and apparatus provided by this invention establishes a train kinematic model after acquiring train parameters, enabling real-time calculation of the train's kinematic parameters. Then, based on the train kinematic model, the maximum cruising speed of the train in each speed-limited section is calculated, and a first shortest-time ATO target speed curve is generated. This first shortest-time ATO target speed curve guides the train's automatic driving, ensuring the accuracy of train stops and realizing the recording control of automatic driving. Based on the punctuality and accuracy of train stops, the comfort level of the first shortest-time ATO target speed curve is optimized according to the current train operating conditions, generating a second shortest-time ATO target speed curve to improve the energy-saving effect of train operation. Furthermore, based on the train operating timetable, the cruising speed in each speed-limited section of the second shortest-time ATO target speed curve is adjusted to generate a third shortest-time ATO target speed curve. Under the premise of meeting the train's punctuality requirements, the cruising speed in each speed-limited section is adjusted to reduce the impact rate of train operation and optimize the comfort of the train during traction and braking phases. Finally, the train operation is controlled based on the third shortest time ATO target speed curve, which solves the defect in the speed planning of train automatic driving in the prior art that fails to fully combine the real-time characteristics of the vehicle, and realizes the improvement of train automatic driving in terms of precise control, energy-saving operation and ride comfort. Attached Figure Description

[0073] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0074] Figure 1 This is a flowchart illustrating the train automatic driving speed planning method provided by the present invention;

[0075] Figure 2 This is a schematic diagram of the ATO target speed curve of the automatic train speed planning method provided by the present invention;

[0076] Figure 3 This is a diagram showing the ATO target speed curve effect of the train automatic driving speed planning method provided by the present invention;

[0077] Figure 4 This is a schematic diagram of the train automatic driving speed planning device provided by the present invention. Detailed Implementation

[0078] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0079] The following is combined with Figure 1 The train automatic driving speed planning method according to the first embodiment of the present invention is described.

[0080] like Figure 1 As shown, the first embodiment of the present invention provides a speed planning method for automatic train operation, which specifically includes the following steps (in this embodiment, the numbering of each step is only for distinguishing steps and does not limit the specific execution order of each step):

[0081] Step S1: Obtain train parameters.

[0082] Based on different trains, lines, and real-time operating conditions, relevant train operation parameters are acquired and processed.

[0083] Step S2: Establish a train kinematic model based on the train parameters.

[0084] Based on the acquired train operation parameters, a kinematic model of the train is established to calculate the train's kinematic parameters in real time, providing a data foundation for subsequent speed curve generation and optimization.

[0085] Step S3: Calculate the maximum cruising speed of the train in each speed limit zone according to the train kinematic model, and generate the first shortest ATO target speed curve.

[0086] Based on the established kinematic model, the maximum cruising speed of the train in each speed limit zone is calculated, and the target speed curve of ATO (Automatic Train Operation) under this driving strategy is planned. This curve serves as the first shortest ATO target speed curve to guide the automatic train operation, ensure the accuracy of train stopping, and realize the recording control of automatic train operation.

[0087] Step S4: Optimize the comfort of the first shortest time ATO target speed curve based on the current train operation status, and generate the second shortest time ATO target speed curve.

[0088] Based on the first shortest time ATO target speed curve, the comfort level of the first shortest time ATO target speed curve is optimized according to the current train operation status, and a second shortest time ATO target speed curve is generated to improve the energy-saving effect of train operation.

[0089] Step S5: Adjust the cruising speed of each speed limit section in the second shortest time ATO target speed curve according to the train operating timetable, and generate the third shortest time ATO target speed curve.

[0090] Based on the second shortest time ATO target speed curve optimized for energy conservation, the cruising speed of each speed limit section in the second shortest time ATO target speed curve is adjusted according to the train operating timetable to generate the third shortest time ATO target speed curve. Under the premise that the train meets the punctuality requirements, the cruising speed of each speed limit section is adjusted to reduce the impact rate of train operation and optimize the comfort of the train during traction and braking phases.

[0091] Step S6: Control the train operation according to the third shortest time ATO target speed curve.

[0092] Finally, the train operation is controlled according to the third shortest time ATO target speed curve to achieve improvements in train automatic driving in terms of precise control, energy-saving operation, and passenger comfort.

[0093] The train automatic driving speed planning method provided in the first embodiment of this invention establishes a train kinematic model after acquiring train parameters, enabling real-time calculation of the train's kinematic parameters. Then, based on the train kinematic model, the maximum cruising speed of the train in each speed-limited section is calculated, and a first shortest-time ATO target speed curve is generated. This first shortest-time ATO target speed curve guides the train's automatic driving, ensuring the accuracy of train stops and realizing the recording control of automatic driving. Based on the punctuality and accuracy of train stops, the comfort level of the first shortest-time ATO target speed curve is optimized according to the current train operating conditions, generating a second shortest-time ATO target speed curve to improve the energy-saving effect of train operation. Furthermore, the cruising speed in each speed-limited section of the second shortest-time ATO target speed curve is adjusted according to the train operating timetable, generating a third shortest-time ATO target speed curve. Under the premise of meeting the train's punctuality requirements, the cruising speed in each speed-limited section is adjusted to reduce the impact rate of train operation and optimize the comfort of the train during traction and braking phases. Finally, the train operation is controlled based on the third shortest time ATO target speed curve, which solves the defect in the speed planning of train automatic driving in the prior art that fails to fully combine the real-time characteristics of the vehicle, and realizes the improvement of train automatic driving in terms of precise control, energy-saving operation and ride comfort.

[0094] In this embodiment, establishing the train kinematic model based on the train parameters includes:

[0095] A train kinematic model is established based on the train parameters. The train kinematic model includes the calculation formulas for the maximum traction force, maximum braking force, and resultant resistance force.

[0096] The maximum traction force is calculated using the train traction characteristic curve or a fitted traction force-speed formula; the maximum braking force is calculated using the train braking characteristic curve; and the resultant resistance force is calculated using relevant parameters of the train and its test track.

[0097] A train kinematic model is established based on the train parameters under the current condition. In this embodiment, the train kinematic model includes calculation formulas for maximum traction force, maximum braking force, and the resultant resistance force. The maximum traction force is calculated based on the train traction characteristic curve or a fitted F(a)-V traction force-speed formula, taking full account of the motor efficiency curve. The maximum braking force is calculated based on the train braking characteristic curve, and the resultant resistance force is calculated using relevant parameters of the train and its test track. Establishing the current train kinematic model using these formulas allows for the representation of real-time maximum traction force, maximum braking force, and the resultant resistance force, providing a data foundation for subsequent speed curve planning.

[0098] In this embodiment, the maximum traction force F traction The calculation formula is:

[0099] F traction =f t (v)

[0100] Among them, f t (v) represents the train's traction characteristics F traction The -v curve represents the maximum traction force that a train can exert at different speeds;

[0101] The maximum braking force F brake The calculation formula is:

[0102] F brake =f b (v)

[0103] Among them, f b (v) represents the braking characteristics of the train, F. brake The -v curve represents the maximum braking force that the train can exert at different speeds;

[0104] The resultant resistance force F res The calculation formula is:

[0105] F res =F basic +F add_ramp +F add_curve +F add_tunnel

[0106] Among them, F basic For basic resistance, Fadd_ramp Add resistance to the ramp, F add_curve Adding resistance to curves, F add_tunnel Add resistance to the tunnel;

[0107] The basic resistance F basic The calculation formula is:

[0108] F basic = (a+bV+cV) 2 )×Mg

[0109] The additional resistance F of the ramp add_ramp The calculation formula is:

[0110] F add_ramp =i×Mg

[0111] The additional resistance F of the curve add_curve The calculation formula is:

[0112]

[0113] The additional resistance F of the tunnel add_tunnel The calculation formula is:

[0114] F add_tunnel =0.00013L sd ×Mg

[0115] Where a, b, and c are basic resistance coefficients, determined through train resistance tests; M is the train mass; g is the acceleration due to gravity; i is the gradient percentage; A is an experimental constant; R is the radius of the curve; and L... sd This represents the tunnel length.

[0116] Maximum traction force F traction and maximum braking force F brake The resistance force F can be calculated using the corresponding traction and braking characteristic curves, with units in kN. res This includes basic resistance during train operation, additional resistance on gradients, additional resistance on curves, and additional resistance in tunnels, all measured in Newtons (N). Train mass is measured in tons, and the radius of curves and tunnel length are measured in meters (m). The train kinematic model established using these parameters accurately reflects the current operating status of the train.

[0117] In this embodiment, after establishing the train kinematic model based on the train parameters, the method further includes:

[0118] Based on the train kinematics model, a train energy consumption calculation model and a train comfort evaluation model are established.

[0119] The train's energy consumption and comfort are analyzed in real time based on the train energy consumption calculation model and the train comfort evaluation model.

[0120] Based on the established train kinematic model, a train energy consumption calculation model and a train comfort evaluation model are further developed. These models can analyze and reflect the real-time energy consumption and comfort of the train, providing an important reference for subsequent speed curve optimization.

[0121] In this embodiment, the train energy consumption calculation model is as follows:

[0122]

[0123] Where η is the energy absorption rate; F traction-n Let Δn be the traction force at any n meters, Δn be the step size of the traction calculation simulation, and N be the total number of steps the train takes between the two stations.

[0124] The train comfort calculation model is as follows:

[0125]

[0126] Among them, a n Let t be the acceleration at any point n meters. n Let be the time at any n meters, Δn be the step size of the traction calculation simulation, and N be the total number of steps the train takes between the two stations.

[0127] By analyzing the train dynamics model, the force conditions of the train under traction, cruising, and braking can be obtained. Without considering regenerative energy utilization, the traction energy consumption of the train running between two stations can be accurately expressed by the train energy consumption calculation model, where the traction force F at any n meters is... traction-n The unit is kN, and the unit of the traction calculation simulation step size Δn is meters. Simultaneously, by analyzing the rate of change of train acceleration a, a comfort calculation model can be obtained to accurately express the evaluation index of train comfort. Here, the acceleration a at any n meters... n The unit is m / s², and the time t is at any n meters. n The unit is s, and the unit of the traction calculation simulation step size Δn is m.

[0128] In this embodiment, the step of calculating the maximum cruising speed of the train in each speed-limited section based on the train kinematic model and generating the first shortest ATO target speed curve includes:

[0129] Determine the maximum operating speed for each speed-limited section based on the route conditions;

[0130] Based on the highest operating speed of each speed limit zone, starting from the end of the speed limit zone, the braking speed limit zone speed curve of the corresponding speed limit zone is obtained by calculating meter by meter in reverse using the maximum braking force.

[0131] Merge the braking speed limit section speed curves of each speed limit section to generate the ATO target speed curve;

[0132] According to the ATO target speed curve, starting from the initial position in each speed limit zone, the train is controlled by the maximum traction force to maintain traction until the speed reaches the ATO target speed in the ATO target speed curve. After the train reaches the ATO target speed, the train is controlled by the maximum braking force to brake, thus obtaining the first shortest time ATO target speed curve.

[0133] Based on the train kinematic model established by the above steps, the maximum cruising speed of the train in each speed limit zone is calculated. The driving strategy of three working conditions, namely maximum level traction, cruise and maximum level braking, is adopted to plan the shortest time ATO target speed curve, which is used as the first shortest time ATO target speed curve.

[0134] First, determine the maximum operating speed for each speed-limited section based on the track conditions. The train uses the point where the speed limit condition decreases as the target point for the operation, dividing the speed-limited zones. Under the condition that the safety braking is not triggered and the operating speed does not exceed the ATP (Automatic Train Protection) speed limit during the delay of the operating condition transition, the maximum operating speed within each speed-limited section is generated by the following formula:

[0135] V coast =V m -a coast ×T coast

[0136] Among them, V coast V is the highest cruising speed in the range. m To limit the rate of ATP, a coast T is the coasting acceleration at the speed limit in the interval. coast To set a time.

[0137] Based on the maximum operating speed of each speed-limited section, the braking speed-limited section speed curve is obtained by calculating backward meter by meter using the maximum braking force, starting from the end of the speed-limited section. After determining the maximum operating speed of the current section, the braking speed-limited section speed curve is obtained by calculating backward meter by meter using the maximum braking force (maximum braking level), starting from the end of the speed-limited section. The calculation steps for the braking level per meter are as follows: Assume the braking force at the end of the section is the maximum braking force F. brake And the velocity V at the end of the interval LIf the resultant force is 0, then the resultant force F of the braking force and the resistance force, and the acceleration a, are respectively:

[0138] F = F brake +F res

[0139]

[0140] In the formula, M is the mass of the train, and F is the mass of the train. res This is the net resistance force acting on the train at the end point. The calculated acceleration 'a' is the guaranteed braking acceleration 'a' within this braking range. b-reference .

[0141] From this, we can obtain the time t at the point one meter before the finish line. L-1 and speed V L-1 for:

[0142]

[0143]

[0144] Continuing the calculation meter by meter towards the starting point, since maximum braking force is still used for deceleration, the resultant force F of the braking force and resistance is... L-n acceleration a L-n Still:

[0145] F L-n =F brake +F res

[0146]

[0147] From this, we can obtain the time t at Ln-1. L-n-1 and speed V L-n-1 for:

[0148]

[0149]

[0150] Calculate meter by meter until V L-n ≥V coast This yields the braking curve from Ln to the endpoint. If the control point exceeds the maximum cruising speed V corresponding to the mileage interval... coast Then, the corresponding V is corrected at the maximum cruising speed. L-n .

[0151] The braking speed limit section speed curves of each speed-limited section are merged to generate the ATO target speed curve. This is achieved by connecting the maximum speed curve within each speed-limited section with the braking curve obtained through reverse calculation. The resulting ATO target speed curve for each section under the current track conditions is shown in the diagram below. Figure 2 As shown.

[0152] Based on the ATO target speed curve, in each speed-limited section, starting from the initial position, the train is controlled with maximum traction force to maintain traction until the speed reaches the ATO target speed in the ATO target speed curve. After the train reaches the ATO target speed, the train is braked with maximum braking force, thus obtaining the first shortest time ATO target speed curve. In each speed-limited section, based on the generated ATO target speed curve, starting from the initial position, maximum traction force (maximum level traction) is used to maintain traction until the speed reaches the ATO target speed. Then, the cruising speed is maintained unchanged until the position where cruising transitions to braking is reached, where maximum braking force is applied to brake, thus obtaining the complete shortest time ATO target speed curve, i.e., the first shortest time ATO target speed curve. Based on this curve, starting from the starting point, the corresponding speed value and time for the train are calculated meter by meter to obtain the shortest running time.

[0153] In this embodiment, the step of optimizing the comfort of the first shortest-time ATO target speed curve based on the current train operating conditions and generating the second shortest-time ATO target speed curve includes:

[0154] Analyze the punctuality of the first shortest time ATO target speed curve. If there is remaining time, calculate the acceleration of the train at maximum traction force by using the train kinematic model based on the force situation of the first shortest time ATO target speed curve at the transition from traction to cruise conditions.

[0155] Based on the acceleration of the train at its maximum traction force, calculate and adjust the traction level corresponding to each meter in the first shortest ATO target speed curve from the starting point of the speed limit section;

[0156] Based on the braking acceleration that the train can guarantee within the braking speed limit range, the braking level corresponding to each meter in the first shortest ATO target speed curve is calculated and adjusted accordingly.

[0157] Output the adjusted first shortest ATO target speed curve to obtain the second shortest ATO target speed curve.

[0158] Based on the generated first shortest ATO target speed curve, the train maintains constant acceleration and deceleration during traction and braking phases by using a reference acceleration method, thereby reducing the impact rate of train operation and optimizing the comfort of the train during traction and braking phases.

[0159] Analyzing the punctuality of the first shortest-time ATO target speed curve, if there is remaining time, the acceleration at maximum traction force is calculated using the train kinematic model based on the force distribution at the transition from traction to cruising conditions. First, the punctuality of the first shortest-time ATO target speed curve is analyzed, and the remaining time is obtained by subtracting the shortest running time from the train's scheduled time. If there is remaining time, the acceleration at maximum traction force (maximum traction level) is obtained using the train kinematic model based on the force distribution at the transition from traction to cruising conditions.

[0160]

[0161] Where M is the train mass, F res F traction These are the resultant resistance force and traction force experienced by the train when it transitions from traction to cruising conditions, respectively.

[0162] Based on the train's acceleration at maximum traction force, the traction level per meter on the first shortest ATO target speed curve is calculated and adjusted accordingly from the starting point of the speed-limited section. Using this acceleration as the reference traction acceleration value for this speed-limited section, the traction level per meter is calculated and adjusted accordingly from the starting point of the speed-limited section as follows:

[0163]

[0164] Where n is the distance from the current position to the starting point, M is the mass of the train, and F is the mass of the train. res-n F traction-n This refers to the combined resistance and traction forces acting on the train at its current position.

[0165] Based on the guaranteed braking acceleration of the train within the braking speed limit zone, the braking level per meter in the first shortest ATO target speed curve is calculated and adjusted accordingly. Similarly, the braking phase can be based on the guaranteed braking acceleration 'a' of the train within the braking speed limit zone. b-reference Using the reference acceleration, the braking level corresponding to each meter is calculated and adjusted according to the above steps, and finally the adjusted first shortest time ATO target speed curve is output, thus obtaining the second shortest time ATO target speed curve.

[0166] In this embodiment, the step of adjusting the cruising speed of each speed-limited section in the second shortest time ATO target speed curve according to the train operating timetable to generate the third shortest time ATO target speed curve includes:

[0167] Calculate the train's travel time within the speed-limited section based on the second shortest ATO target speed curve;

[0168] Compare the train's operating time in the speed-limited section with the train's timetable time, and calculate and adjust the cruising speed of the highest speed-limited section in the second shortest ATO target speed curve using a linear approximation method until the train's timetable time requirement is met.

[0169] Output the adjusted second shortest ATO target velocity curve to obtain the third shortest ATO target velocity curve.

[0170] Based on the adjusted second shortest time ATO target speed curve, the cruising speed of each speed limit section is adjusted by linear approximation according to the train operating timetable. The cruising speed of the highest speed limit section is reduced, the traction (braking) process is reduced, and energy consumption is reduced while the train meets the punctuality requirements. Finally, the optimized second ATO target speed curve is output as the third ATO target speed curve.

[0171] In this embodiment, the step of comparing the train's operating time within the speed-limited section with the train's timetable time, and calculating and adjusting the cruising speed of the highest speed-limited segment in the second shortest-time ATO target speed curve using a linear approximation method until the train's timetable requirements are met, includes:

[0172] Compare the train's travel time t within the speed-limited section. c Train operating timetable T0:

[0173] Δt=T0-t c

[0174] If Δt>t z Then, by using the linear approximation method, ignoring the traction and braking processes within each speed limit zone, and assuming that the speed limit zone is assumed to be in cruise mode, the train's travel time t within the speed limit zone is obtained. c Cruise speed v at the highest speed limit segment in the second shortest ATO target speed curve cr A linear relationship;

[0175] Based on the aforementioned linear relationship, the cruise speed v at the maximum speed limit is calculated and adjusted multiple times. cr The value of , where the i-th time is calculated using the linear approximation method to determine the maximum speed limit cruise speed v. cr The formula is:

[0176]

[0177] Where T0 represents the train operating timetable, t c For the i-th calculation of the train's travel time within the speed-limited section, v cr (i)Let v be the cruising speed for the i-th calculation of the maximum speed limit segment. cr (i+1) The calculated new maximum speed limit cruise speed;

[0178] Adjust the cruise speed v at the maximum speed limit section cr The value, until Δt≤t z This is to meet the time requirements of the train operating timetable.

[0179] In the specific process of calculating and adjusting the cruise speed of the highest speed limit segment in the second shortest ATO target speed curve using the linear approximation method, with Δt≤t z As a criterion for judgment, if the timeliness requirement is met, the ATO target speed curve at this time is output; otherwise, the maximum speed limit cruise speed value is adjusted by using linear approximation until the actual time meets the timetable requirements.

[0180] In this embodiment, the final ATO target speed curve output by the test vehicle and track after optimization by this method is as follows: Figure 3 As shown in Table 1, compared with the speed curve generated by traditional driving strategies, the method of this invention effectively improves the comfort of train operation and reduces energy consumption while ensuring the train's punctuality and precise stopping.

[0181] Table 1 Results Analysis and Comparison

[0182]

[0183] The train automatic driving speed planning device provided by the present invention is described below. The train automatic driving speed planning device described below can be referred to in correspondence with the train automatic driving speed planning method described above.

[0184] like Figure 4 As shown, the second embodiment of the present invention also provides a train automatic driving speed planning device, comprising:

[0185] The parameter acquisition module 210 is used to acquire train parameters.

[0186] The model building module 220 is used to build a train kinematic model based on the train parameters.

[0187] The curve generation module 230 is used to calculate the maximum cruising speed 240 of the train in each speed limit section according to the train kinematic model, and generate the first shortest time ATO target speed curve.

[0188] The comfort optimization module 240 is used to optimize the comfort of the first shortest time ATO target speed curve according to the current train operation status and generate the second shortest time ATO target speed curve.

[0189] The speed adjustment module 250 is used to adjust the cruising speed of each speed limit section in the second shortest time ATO target speed curve according to the train operating timetable, and generate the third shortest time ATO target speed curve.

[0190] Speed ​​planning module 260 is used to control train operation according to the third shortest time ATO target speed curve.

[0191] The train automatic driving speed planning device provided in the second embodiment of the present invention establishes a train kinematic model after acquiring train parameters, and can calculate the train's kinematic parameters in real time. Then, based on the train kinematic model, it calculates the maximum cruising speed of the train in each speed-limited section, and generates a first shortest-time ATO target speed curve. This first shortest-time ATO target speed curve guides the train's automatic driving, ensuring the accuracy of train stopping and realizing the recording control of automatic driving. Based on the punctuality and accuracy of train stopping, the comfort of the first shortest-time ATO target speed curve is optimized according to the current train operating conditions to generate a second shortest-time ATO target speed curve, improving the energy-saving effect of train operation. Then, based on the train operating timetable, the cruising speed in each speed-limited section of the second shortest-time ATO target speed curve is adjusted to generate a third shortest-time ATO target speed curve. Under the premise of meeting the train's punctuality requirements, the cruising speed in each speed-limited section is adjusted to reduce the impact rate of train operation and optimize the comfort of the train during traction and braking phases. Finally, the train operation is controlled based on the third shortest time ATO target speed curve, which solves the defect in the speed planning of train automatic driving in the prior art that fails to fully combine the real-time characteristics of the vehicle, and realizes the improvement of train automatic driving in terms of precise control, energy-saving operation and ride comfort.

[0192] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0193] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0194] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train automatic driving speed planning method characterized by comprising: include: Obtain train parameters; A train kinematic model is established based on the train parameters; The maximum cruising speed of the train in each speed-limited section is calculated based on the train kinematic model, and the first shortest ATO target speed curve is generated. Based on the current train operation status, the comfort level of the first shortest time ATO target speed curve is optimized, and a second shortest time ATO target speed curve is generated; wherein the second shortest time ATO target speed curve is obtained by adjusting the traction level and braking level corresponding to each meter in the first shortest time ATO target speed curve. The train travel time in the speed-limited section is calculated based on the second shortest time ATO target speed curve; the train travel time in the speed-limited section is compared with the train operating timetable time, and the cruising speed of the highest speed-limited section in the second shortest time ATO target speed curve is calculated and adjusted by linear approximation until the train operating timetable time requirement is met; the adjusted second shortest time ATO target speed curve is output to obtain the third shortest time ATO target speed curve; Train operation is controlled according to the third shortest time ATO target speed curve.

2. The train automatic driving speed planning method according to claim 1, characterized by, The step of establishing a train kinematic model based on the train parameters includes: A train kinematic model is established based on the train parameters. The train kinematic model includes the calculation formulas for the maximum traction force, maximum braking force, and resultant resistance force. The maximum traction force is calculated using the train traction characteristic curve or a fitted traction force-speed formula; the maximum braking force is calculated using the train braking characteristic curve; and the resultant resistance force is calculated using relevant parameters of the train and its test track.

3. The train automatic driving speed planning method according to claim 2, characterized by, the maximum traction force The formula for calculating the maximum traction force is: ； wherein, Ftraction-v is a curve of the traction characteristics of the train, representing the maximum traction force that the train is able to develop at different speeds; the maximum braking force The calculation formula is: ； wherein, Fbrake-v is a braking characteristic curve of the train, representing the maximum braking force that the train can exert at different speeds; the resultant resistance force The formula for calculating the resultant resistance force is: ； wherein, is the basic resistance, is the ramp additional resistance, is the curve additional resistance, is the tunnel additional resistance; The basic resistance The formula for calculating the basic resistance is: ； The ramp additional resistance The calculation formula is: ； The additional resistance of the bend The calculation formula is: ； The tunnel additional resistance The calculation formula is: ； Wherein a, b and c are basic resistance coefficients, determined by train resistance test, M is train mass, g is gravity acceleration, i is slope percentage, A is experimental constant, R is curve radius of line, is the length of the tunnel.

4. The train automatic driving speed planning method according to claim 3, characterized by, After establishing the train kinematic model based on the train parameters, the method further includes: Based on the train kinematics model, a train energy consumption calculation model and a train comfort evaluation model are established. The train's energy consumption and comfort are analyzed in real time based on the train energy consumption calculation model and the train comfort evaluation model.

5. The train automatic driving speed planning method according to claim 4, characterized by, The train energy consumption calculation model is as follows: ； wherein, is the energy absorption rate; is the traction force at any n meters, is the traction calculation simulation step, N is the total step number of the train running between two stations. The train comfort evaluation model is as follows: ； wherein, is the acceleration at any n meters, is the time duration at any n meters, is the simulation step size for traction calculation, N is the total number of steps for the train to run between two stations.

6. The train automatic driving speed planning method according to claim 2, characterized by, The step of calculating the maximum cruising speed of the train in each speed-limited section based on the train kinematic model and generating the first shortest ATO target speed curve includes: Determine the maximum operating speed for each speed-limited section based on the route conditions; Based on the highest operating speed of each speed limit zone, starting from the end of the speed limit zone, the braking speed limit zone speed curve of the corresponding speed limit zone is obtained by calculating meter by meter in reverse using the maximum braking force. Merge the braking speed limit section speed curves of each speed limit section to generate the ATO target speed curve; According to the ATO target speed curve, starting from the initial position in each speed limit zone, the train is controlled by the maximum traction force to maintain traction until the speed reaches the ATO target speed in the ATO target speed curve. After the train reaches the ATO target speed, the train is controlled by the maximum braking force to brake, thus obtaining the first shortest time ATO target speed curve.

7. The train automatic driving speed planning method according to claim 2, characterized by, The process of optimizing the comfort of the first shortest ATO target speed curve based on the current train operating conditions and generating the second shortest ATO target speed curve includes: Analyze the punctuality of the first shortest time ATO target speed curve. If there is remaining time, calculate the acceleration of the train at maximum traction force by using the train kinematic model based on the force situation of the first shortest time ATO target speed curve at the transition from traction to cruise conditions. Based on the acceleration of the train at its maximum traction force, calculate and adjust the traction level corresponding to each meter in the first shortest ATO target speed curve from the starting point of the speed limit section; Based on the braking acceleration that the train can guarantee within the braking speed limit range, the braking level corresponding to each meter in the first shortest ATO target speed curve is calculated and adjusted accordingly. Output the adjusted first shortest ATO target speed curve to obtain the second shortest ATO target speed curve.

8. The train automatic driving speed planning method according to claim 1, characterized by, The process of comparing the train's operating time within the speed-limited section with the train's timetable time, and calculating and adjusting the cruising speed of the highest speed-limited segment in the second shortest ATO target speed curve using a linear approximation method until the train's timetable requirements are met, includes: comparing the train running time in the train speed limited section with the train operation timetable time : ； If , the running time of train in each speed limit section is obtained by linear approximation method, ignoring the traction and braking process, assuming that the cruise condition in each speed limit section and the highest speed limit section cruise speed in the second shortest time ATO target speed curve linear relationship. According to the linear relationship, the cruising speed of the highest speed limit section is calculated and adjusted multiple times , wherein the cruising speed of the highest speed limit section is calculated by linear approximation method for the ith time The formula is: ； wherein, is the train operation timetable time, is the train running time of the i-th train speed limit section, is the cruise speed of the i-th highest speed limit section, is the new cruise speed of the highest speed limit section calculated. Adjusting cruise speed of highest speed limit section value until to meet train operation timetable time requirements.

9. A train automatic operation speed planning device characterized by comprising: include: The parameter acquisition module is used to acquire train parameters; The model building module is used to build a train kinematic model based on the train parameters. The curve generation module is used to calculate the maximum cruising speed of the train in each speed limit zone according to the train kinematic model, and generate the first shortest ATO target speed curve. The comfort optimization module is used to optimize the comfort of the first shortest time ATO target speed curve based on the current train operation status and generate the second shortest time ATO target speed curve. The second shortest time ATO target speed curve is obtained by adjusting the traction level and braking level corresponding to each meter in the first shortest time ATO target speed curve. The speed adjustment module is used to calculate the train's speed-limited section travel time based on the second shortest time ATO target speed curve; compare the train's speed-limited section travel time with the train operating timetable time; calculate and adjust the cruising speed of the highest speed-limited section in the second shortest time ATO target speed curve using a linear approximation method until the train operating timetable time requirements are met; and output the adjusted second shortest time ATO target speed curve to obtain the third shortest time ATO target speed curve. The speed planning module is used to control train operation based on the third shortest ATO target speed curve.

Images