Test method, device and equipment for globally optimizing curve under virtual marshalling and medium

Abstract

The application provides a kind of virtual marshalling under global optimization curve test method, device, equipment and medium, it is related to rail transit technical field, the method comprises: extracting the third speed information corresponding to the car after marshalling from the first speed information, extracting the fourth speed information corresponding to the car after marshalling from the second speed information;According to fourth speed information and third speed information, determine the speed difference mean of the car after marshalling;According to the speed difference mean and preset speed, output the test result of virtual marshalling train global optimization curve.The application combines the speed corresponding to different time when virtual marshalling train runs according to preset recommended speed and the preset limit speed corresponding to different time to prevent virtual marshalling train from triggering emergency brake, realizes accurate verification to marshalling train running global optimization curve, has higher real-time and accuracy, improves the test efficiency and reliability of virtual marshalling, guarantees the operation safety of virtual marshalling train.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a test method, apparatus, equipment and medium for global optimization curves under virtual train formation. Background Technology

[0002] Patent application CN 115743233 A describes a method for generating and loading the equivalent gradient and equivalent time trajectory upper and lower bound error data of the emergency braking process of a train. In a train following another, the preceding train informs the following train of the following information using a safety-side interpolation calculation method based on onboard data; the following train obtains the equivalent gradient and the lower bound error of the equivalent time trajectory of the emergency braking process under the most unfavorable conditions using the safety-side interpolation method based on the onboard data; and the following train calculates the train speed and position after the traction cut-off process and the braking establishment process under the most unfavorable conditions. Another example is patent application CN 113247051 B, which describes a method for the following train to obtain real-time status information of the preceding train, including the emergency braking distance; the following train determines the dynamic safe tracking interval between itself and the preceding train based on the emergency braking distance of the preceding train and its own operating status; and the following train operates according to the dynamic safe tracking interval.

[0003] The global optimization curve of traditional virtual train formation is usually achieved through laboratory simulation. However, due to the differences between laboratory simulation and the real-world environment, the test results may deviate, which may not guarantee the operational safety of the virtual train formation or ensure that the train can brake in time in an emergency. Summary of the Invention

[0004] This invention provides a method, apparatus, equipment, and medium for testing global optimization curves under virtual grouping, in order to address the technical shortcomings of existing global optimization curve testing methods that are not accurate enough.

[0005] In a first aspect, the present invention provides a method for testing global optimization curves under virtual grouping, comprising:

[0006] Extract the third speed information corresponding to the rear train in the formation from the first speed information, and extract the fourth speed information corresponding to the rear train in the formation from the second speed information;

[0007] The average speed difference of the following vehicles in the formation is determined based on the fourth speed information and the third speed information.

[0008] Based on the average speed difference and the preset speed, the test results of the global optimization curve of the virtual train formation are output;

[0009] The first speed information is the speed at different times during the operation of the virtual train formation, used to guide the virtual train formation to run at a preset recommended speed;

[0010] The second speed information is the preset speed limit determined at different times during the operation of the virtual train formation to prevent the virtual train formation from triggering emergency braking.

[0011] According to the test method for global optimization curves under virtual train formation provided by the present invention, the step of determining the average speed difference of the trains following the train formation based on the fourth speed information and the third speed information includes:

[0012] For each moment, the speed difference corresponding to that moment is determined based on the speed at that moment in the fourth speed information and the speed at that moment in the third speed information;

[0013] The speed difference values ​​at all times are averaged to obtain the average speed difference of the trains in the formation.

[0014] According to the test method for the global optimization curve under virtual train formation provided by the present invention, the step of outputting the test result of the global optimization curve of the virtual train formation based on the average speed difference and the preset speed includes:

[0015] If the average speed difference is less than or equal to the preset speed, the test result of the global optimization curve of the virtual train formation is passed.

[0016] If the average speed difference is greater than the preset speed, the test result for the global optimization curve of the virtual train formation is "fail".

[0017] According to the test method for the global optimization curve under virtual train formation provided by the present invention, after the test result of the global optimization curve of the virtual train formation is "failed", the method further includes:

[0018] Generate a global result curve corresponding to the test results, and adjust the operating parameters of the virtual train formation based on the global result curve;

[0019] The third speed information corresponding to the rear train in the formation is extracted again from the first speed information, and the fourth speed information corresponding to the rear train in the formation is extracted from the second speed information, so as to output the test result of the global optimization curve of the virtual train formation, until the test result of the global optimization curve of the virtual train formation is output as a pass.

[0020] According to the testing method for the global optimization curve under virtual train formation provided by the present invention, adjusting the operating parameters of the virtual train formation based on the global result curve includes:

[0021] Based on the global result curve, the target running route corresponding to the running route segment whose test result is not passed is determined from the preset running routes;

[0022] The operating parameters of the virtual train formation are adjusted according to the target result curve corresponding to the target operating route.

[0023] According to the test method for global optimization curves under virtual train formation provided by the present invention, before extracting the third speed information corresponding to the train following the train from the first speed information and extracting the fourth speed information corresponding to the train following the train from the second speed information, the method further includes:

[0024] Establish a virtual train that associates the leading car with the trailing car;

[0025] During the operation of the virtual train formation, the first speed information and the second speed information are generated and stored in the preset train operation database;

[0026] After determining that the virtual train formation has completed the preset operation route, a data acquisition instruction is generated. The data acquisition instruction is used to obtain the first speed information and the second speed information from the preset train operation database.

[0027] The first speed information is determined based on communication delay, positioning error, track gradient information, curve information, train braking rate, and section running resistance;

[0028] The second speed information is determined based on the train speed, acceleration, and the first speed information.

[0029] According to the testing method for global optimization curves under virtual grouping provided by the present invention, after generating the data acquisition instruction, the method further includes:

[0030] The first speed information and the second speed information are obtained from the preset driving database;

[0031] The first speed information and the second speed information are cleaned. The third speed information corresponding to the train after the formation is extracted from the cleaned first speed information. The fourth speed information corresponding to the train after the formation is extracted from the cleaned second speed information.

[0032] Secondly, a testing device for global optimization curves under virtual grouping is provided, comprising:

[0033] Extraction unit, the extraction unit is used to extract the third speed information corresponding to the train following the formation from the first speed information, and to extract the fourth speed information corresponding to the train following the formation from the second speed information;

[0034] A determining unit is configured to determine the average speed difference of the rear trains in the formation based on the fourth speed information and the third speed information.

[0035] The output unit is used to output the test results of the global optimization curve of the virtual train formation based on the average speed difference and the preset speed.

[0036] The first speed information is the speed at different times during the operation of the virtual train formation, used to guide the virtual train formation to run at a preset recommended speed;

[0037] The second speed information is the preset speed limit determined at different times during the operation of the virtual train formation to prevent the virtual train formation from triggering emergency braking.

[0038] Thirdly, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for testing the global optimization curve under virtual grouping.

[0039] Fourthly, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the test method for global optimization curves under virtual grouping as described above.

[0040] This invention provides a method, apparatus, equipment, and medium for testing the global optimization curve under virtual train formation. It extracts the third speed information corresponding to the rear train from the first speed information and the fourth speed information corresponding to the rear train from the second speed information. Using the overall performance of the rear train during the virtual train formation process as the test standard for the global optimization curve, it determines the average speed difference of the rear trains. Based on the average speed difference and a preset speed, it outputs the test result of the global optimization curve of the virtual train formation. This invention combines the speeds corresponding to different times when the virtual train formation is running at a preset recommended speed with preset speed limits corresponding to different times to prevent the virtual train formation from triggering emergency braking. This achieves accurate verification of the global optimization curve of the train formation operation, possessing higher real-time performance and accuracy, improving the testing efficiency and reliability of virtual train formations, and ensuring the operational safety of virtual train formations. Attached Figure Description

[0041] 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.

[0042] Figure 1 This is one of the flowcharts illustrating the testing method for global optimization curves under virtual grouping provided by the present invention;

[0043] Figure 2 This is a schematic diagram of the process for determining the average speed difference of trains in a train formation, provided by the present invention.

[0044] Figure 3 This is a flowchart illustrating the output test results provided by the present invention;

[0045] Figure 4 This is the second flowchart illustrating the testing method for global optimization curves under virtual grouping provided by the present invention.

[0046] Figure 5 This is the third flowchart illustrating the testing method for global optimization curves under virtual grouping provided by the present invention;

[0047] Figure 6 This is a schematic diagram of a virtual train formation provided by the present invention during operation;

[0048] Figure 7 This is the fourth flowchart illustrating the testing method for global optimization curves under virtual grouping provided by the present invention;

[0049] Figure 8 This is a schematic diagram of the structure of the test device for global optimization curves under virtual grouping provided by the present invention;

[0050] Figure 9 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0051] 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.

[0052] Virtual train formation technology is a technology based on communication and control systems to enable collaborative operation and formation of multiple trains. Through virtual formation, multiple trains can be formed within a certain distance and achieve coordinated operation through joint control, thereby improving the transportation capacity and efficiency of the line. Virtual formation technology can reduce system construction and operation costs and improve the safety and punctuality of train operation.

[0053] In the operation of virtual train formations in urban rail transit, the formation and coordinated control of virtual train formations are key technologies of the virtual formation system. The global optimization curve of the virtual formation system, as a crucial factor in the speed control of the virtual train formation, is of paramount importance in terms of accuracy and correctness. During the formation operation, the speed control of the virtual train formation is mainly adjusted with reference to the global optimization curve of the virtual formation system. Therefore, it is essential to verify the accuracy and rationality of the global optimization curve before the virtual formation system is safely put into operation.

[0054] Current methods typically employ experimental simulation for verification. However, due to differences between experimental simulation and real-world environments, test results can be inaccurate. To address these technical issues, this invention provides a method, apparatus, equipment, and medium for testing global optimization curves under virtual grouping conditions. Figure 1 This is one of the flowcharts illustrating the testing method for the global optimization curve under virtual grouping provided by the present invention. The testing method for the global optimization curve under virtual grouping includes:

[0055] Step 101: Extract the third speed information corresponding to the train following the formation from the first speed information, and extract the fourth speed information corresponding to the train following the formation from the second speed information.

[0056] In step 101, the first speed information refers to the speed at different times during the operation of the virtual train formation, used to guide the virtual train formation to operate at a preset recommended speed. That is, the virtual train formation will operate with reference to the preset recommended speed. During actual operation, the real-time speed at each moment may be lower than, equal to, or higher than the preset recommended speed, and the real-time speed will fluctuate around the preset recommended speed. In this application, the virtual train formation includes a leading car and a trailing car, and the first speed information during the operation of the virtual train formation includes the third speed information corresponding to the leading car and the trailing car.

[0057] Optionally, the second speed information is a preset speed limit determined at different times during the operation of the virtual train formation to prevent the virtual train formation from triggering emergency braking. In order to prevent safety risks caused by excessive speed during the operation of the virtual train formation, a preset speed limit is set during the operation of the virtual train formation. Once the real-time speed at any time exceeds the preset speed limit at its corresponding time, emergency braking will be triggered. In this application, the second speed information of the virtual train formation during operation includes the fourth speed information corresponding to the leading train and the fourth speed information corresponding to the trailing train.

[0058] Optionally, while the present invention can also use the method of extracting the third speed information corresponding to the train preceding the formation from the first speed information and the fourth speed information corresponding to the train preceding the formation from the second speed information to test the global optimization curve under the virtual formation, the calculation of the control curve of the train following the formation is crucial and more important than the calculation of the control curve of the train preceding the formation. If the control curve of the train following the formation has a large deviation or becomes unstable, it will cause the entire virtual formation train to be in a dangerous state. Therefore, those skilled in the art understand that ensuring the control curve of the train following the formation ensures that the global optimization curve under the virtual formation is normal. Therefore, the present invention extracts the third speed information corresponding to the train following the formation from the first speed information and the fourth speed information corresponding to the train following the formation from the second speed information.

[0059] Step 102: Determine the average speed difference of the trains in the formation based on the fourth speed information and the third speed information.

[0060] In step 102, the fourth speed information includes the preset speed limit corresponding to each moment of the virtual train on the preset route, and the third speed information includes the preset recommended speed corresponding to each moment of the virtual train on the preset route. Based on the difference between the preset speed limit and the preset recommended speed at different times, the global optimization curve under the virtual train formation is determined, and the average speed difference of the trains in the train formation is determined based on the global optimization curve.

[0061] Step 103: Based on the average speed difference and the preset speed, output the test results of the global optimization curve of the virtual train formation.

[0062] In step 103, the average speed difference is determined based on the speed difference between the fourth speed information and the third speed information at all times. The preset speed can be flexibly set according to the actual operation requirements of the virtual train formation. As long as the average speed difference is less than or equal to the preset speed, the test result of the global optimization curve of the virtual train formation is passed; otherwise, the test result of the global optimization curve of the virtual train formation is failed.

[0063] This invention provides a method, apparatus, equipment, and medium for testing the global optimization curve under virtual train formation. It extracts the third speed information corresponding to the rear train from the first speed information and the fourth speed information corresponding to the rear train from the second speed information. Using the overall performance of the rear train during the virtual train formation process as the test standard for the global optimization curve, it determines the average speed difference of the rear trains. Based on the average speed difference and a preset speed, it outputs the test result of the global optimization curve of the virtual train formation. This invention combines the speeds corresponding to different times when the virtual train formation is running at a preset recommended speed with preset speed limits corresponding to different times to prevent the virtual train formation from triggering emergency braking. This achieves accurate verification of the global optimization curve of the train formation operation, possessing higher real-time performance and accuracy, improving the testing efficiency and reliability of virtual train formations, and ensuring the operational safety of virtual train formations.

[0064] Figure 2 This is a flowchart illustrating the process of determining the average speed difference of the trains following a formation, provided by the present invention. The step of determining the average speed difference of the trains following a formation based on the fourth speed information and the third speed information includes:

[0065] Step 201: For each moment, determine the speed difference corresponding to that moment based on the speed at that moment in the fourth speed information and the speed at that moment in the third speed information.

[0066] In step 201, since the fourth speed information and the third speed information are both acquired periodically by the virtual train system according to a preset time period, the fourth speed information and the third speed information at each moment will be acquired in real time during the operation of the virtual train. For each moment, the speed difference corresponding to the moment is determined based on the difference between the speed at the moment in the fourth speed information and the speed at the moment in the third speed information. This process is repeated for all moments until the speed difference at all moments is determined.

[0067] Step 202: Average the speed differences at all times to obtain the average speed difference of the trains in the formation.

[0068] In step 202, the present invention adds up the speed differences corresponding to all times and divides them by the number corresponding to all times to obtain the average speed difference of the trains in the formation. The present invention only needs to ensure that the average speed difference of the trains in the formation after experiencing all running times is less than or equal to the preset speed to output the test result of the global optimization curve of the virtual train formation as passed.

[0069] This invention obtains the average speed difference of the trains in the formation by averaging the speed differences at all times. This allows for rapid verification of the rationality of the global optimization curve, improving verification efficiency while ensuring high real-time performance and accuracy. It provides reliable technical support and guarantee for the application of urban rail virtual train formation technology.

[0070] Figure 3 This is a flowchart illustrating the output test results provided by the present invention. The step of outputting the test results of the global optimization curve of the virtual train formation based on the average speed difference and a preset speed includes:

[0071] Step 301: When the average speed difference is less than or equal to the preset speed, output the test result of the global optimization curve of the virtual train formation as passed.

[0072] In step 301, the preset speed can be 5 km / h, that is, when the average speed difference is less than or equal to 5 km / h, the test result of the global optimization curve of the virtual train formation is passed.

[0073] Optionally, the test results can be displayed in tabular form, such as Table 1:

[0074]

[0075] Table 1

[0076] Step 302: If the average speed difference is greater than the preset speed, the test result of the global optimization curve of the virtual train formation is "fail".

[0077] In step 302, if the preset speed can be 5 km / h, then if the average speed difference is greater than 5 km / h, the test result of the global optimization curve of the virtual train formation will be "fail".

[0078] This invention can output the test results of each test in a visual form, which is convenient for testers to further analyze and evaluate. Testers can compare the output results with the expected indicators to make evaluations and improvements. This invention can accurately verify the test results of the virtual train formation global optimization curve during the virtual train formation operation, which helps to improve the safety and efficiency of urban rail train virtual formation operation, thereby promoting the research and development of urban rail train virtual formation technology and promoting its widespread application in urban rail transit systems.

[0079] Figure 4 This is the second flowchart illustrating the testing method for the global optimization curve under virtual train formation provided by the present invention. After the test result of the global optimization curve of the virtual train formation is "failed", the method further includes:

[0080] Step 401: Generate the global result curve corresponding to the test results, and adjust the operating parameters of the virtual train formation according to the global result curve.

[0081] In step 401, after the test result of the output virtual train global optimization curve is "failed", in order to analyze the reasons for the failure more intuitively, the present invention will generate a global result curve based on the test result. According to the trend of the curve in the global result curve, the corresponding data of the curve will assist the tester in adjusting the operating parameters of the virtual train. The operating parameters of the virtual train may include the acceleration parameters, traction parameters, braking rate parameters, etc. of the virtual train.

[0082] Step 402: Extract the third speed information corresponding to the rear train from the first speed information again, and extract the fourth speed information corresponding to the rear train from the second speed information to output the test result of the virtual train global optimization curve, until the test result of the virtual train global optimization curve is output as a pass.

[0083] In step 402, after the test result of the virtual train global optimization curve is found to be unsuccessful, it is determined that the global optimization curve measured during the entire operation of the virtual train has certain problems and shortcomings. By generating a curve, the test personnel can further review it and adjust the train operation parameters of the virtual train. After adjusting the train operation parameters, the third speed information corresponding to the train after the formation is extracted from the first speed information, and the fourth speed information corresponding to the train after the formation is extracted from the second speed information to output the test result of the virtual train global optimization curve. If the test result of the virtual train global optimization curve is unsuccessful, the train operation parameters of the virtual train are adjusted again. If the test result of the virtual train global optimization curve is successful, the adjustment of the train operation parameters of the virtual train is stopped.

[0084] This invention can collect real-time operational data of virtual train formations and quickly calculate the global optimization curve of the train formations by analyzing key values ​​through algorithms. Compared with traditional experimental simulation methods, this invention has higher real-time performance and accuracy. By verifying the rationality of the global optimization curve, this invention can continuously adjust the train operation parameters until the test results are satisfactory, thereby optimizing parameters such as the formation scheme and speed curve, improving the operating efficiency of urban rail virtual train formations and the transportation capacity of the line. At the same time, by verifying the relationship between the global optimization curve and the emergency braking curve, this invention improves the operational safety of virtual train formations.

[0085] Optionally, adjusting the operating parameters of the virtual train formation based on the global result curve includes:

[0086] Based on the global result curve, the target running route corresponding to the running route segment whose test result is not passed is determined from the preset running routes;

[0087] The operating parameters of the virtual train formation are adjusted according to the target result curve corresponding to the target operating route.

[0088] Optionally, the preset running routes include multiple running routes, such as route 1, route 2, and route 3. The present invention can obtain a global result curve after the virtual train has completed all running routes. However, since the operating environment and operating status of each running route are different, there may be abnormal test results in each running route, which may lead to the overall test result failing. At this time, it is necessary to analyze the global result curve and determine the target running route corresponding to the running section with the failed test result from the preset running routes. The target running route is the running route that caused the virtual train to fail the test. After determining the target running route, the target result curve corresponding to the target running route is further determined so as to adjust the operating parameters of the virtual train according to the target result curve.

[0089] This invention transforms the method of adjusting the operating parameters of the virtual train based on the global result curve into a method of adjusting the operating parameters of the virtual train based on the target result curve. This narrows down the visualization target of the curve, thereby enabling testers to adjust the operating parameters of the virtual train more intuitively and accurately. It achieves accurate verification of the global optimization curve of the train and improves the operating efficiency and safety of urban rail virtual trains.

[0090] Figure 5 This is the third flowchart of the test method for the global optimization curve under virtual formation provided by the present invention. Before extracting the third speed information corresponding to the train following the formation from the first speed information and extracting the fourth speed information corresponding to the train following the formation from the second speed information, the method further includes:

[0091] Step 501: Establish a virtual train formation that associates the front car and the rear car of the formation.

[0092] In step 501, Figure 6 This is a schematic diagram of a virtual train formation provided by the present invention during operation. Optionally, as shown... Figure 6 As shown, during the process of the train unit of the present invention running from station 3 to station 2, a virtual train formation is established that associates the front car and the rear car of the formation, and the train unit changes from a single-car operation to a virtual train formation operation. During the operation from station 2 to station 1 and from station 1 to station 2, the train unit runs according to the preset operation route.

[0093] Step 502: Generate the first speed information and the second speed information during the operation of the virtual train formation, and store the first speed information and the second speed information in the preset train operation database.

[0094] During the formation and operation of the virtual train, this invention acquires information such as communication delay, positioning error, track gradient, curve information, train braking rate, section running resistance, train speed, and acceleration in real time for each route. Then, based on the communication delay, positioning error, track gradient, curve information, train braking rate, and section running resistance, the first speed information is determined, and based on the train speed, acceleration, and the first speed information, the second speed information is determined. In the process of continuously generating the first speed information and the second speed information, the first speed information and the second speed information are stored in real time to a preset train operation database.

[0095] Step 503: After determining that the virtual train formation has completed the preset operation route, a data acquisition instruction is generated. The data acquisition instruction is used to obtain the first speed information and the second speed information from the preset train operation database.

[0096] In step 503, the present invention can realize automated global optimization curve testing, that is, after determining that the virtual train formation has completed the preset operation route, a data acquisition instruction is automatically generated. The data acquisition instruction is used to obtain the first speed information and the second speed information from the preset train operation database.

[0097] This invention covers data acquisition, key value analysis, and global optimization curve calculation. By collecting actual operating data of virtual train formations and performing analysis and calculation, it verifies the rationality of the global optimization curve of the train formations throughout the entire operation process, and achieves accurate verification of the global optimization curve of the train formation operation. Compared with traditional experimental simulation methods, this invention adopts a scenario testing approach, which has higher real-time performance and accuracy.

[0098] Optionally, after generating the data acquisition instruction, the method further includes:

[0099] The first speed information and the second speed information are obtained from the preset driving database;

[0100] The first speed information and the second speed information are cleaned. The third speed information corresponding to the train after the formation is extracted from the cleaned first speed information. The fourth speed information corresponding to the train after the formation is extracted from the cleaned second speed information.

[0101] Optionally, after obtaining the first speed information and the second speed information from the preset train operation database, the present invention preprocesses the first speed information and the second speed information. The preprocessing includes data cleaning, timing adjustment, and timestamp alignment. Through the preprocessing operation, the accuracy and usability of the data are ensured. Finally, feature extraction and analysis are performed based on the preprocessed train operation data of the train before and after the train. Optionally, the third speed information corresponding to the train after the train is cleaned is extracted from the first speed information, and the fourth speed information corresponding to the train after the train is cleaned is extracted from the second speed information to generate test result output. The present invention can effectively evaluate the global optimization curve of the virtual train formation. After performing the preprocessing, the cleaned first speed information and the second speed information are more accurate, so as to provide accurate test results.

[0102] Figure 7 This is the fourth flowchart illustrating the testing method for the global optimization curve under virtual train formation provided by this invention. The testing method includes a testing device, which comprises a data acquisition module, a data analysis module, a data calculation module, and a test result output module. The data acquisition module is responsible for real-time acquisition of basic operational data information of the virtual train formation, such as train speed, recommended speed, and emergency braking trigger speed. The data analysis module is responsible for preprocessing, feature extraction, analysis, and filtering of the acquired data. The data calculation module is responsible for comparing and calculating the data. The test result output module generates the final test results for further analysis and evaluation.

[0103] Optionally, the present invention first sets up and starts a test scenario, designs two unit trains to complete the formation, and resets the test scenario if the formation fails to be determined.

[0104] Once the train formation is successfully established, the train is started and enters virtual formation mode, operating according to a fixed route. The test device is connected to the recording board of the virtual train's onboard equipment, ensuring that the test device can normally receive the actual operating data sent by the onboard equipment. During operation, the data acquisition module collects, analyzes, and preprocesses the operating data of the train before and after the virtual formation in real time. The collected data is then subjected to feature extraction, classification, and filtering. During data analysis, the collected data needs to be extracted and classified. The extraction of the recommended speed limit (SBI) and the emergency braking trigger speed limit (EBI) of the train is completed. Based on the recommended speed limit, the recommended speed information of the train before and after the formation is obtained. Similarly, based on the emergency braking trigger speed information, the emergency braking trigger speed information of the train before and after the formation is obtained.

[0105] Optionally, the recommended speed information and emergency braking trigger speed information of the following vehicles at the corresponding time are output to the data calculation module. The data calculation module calculates the difference of the global optimization curve and outputs the calculation result to the test result output module. The Δv (average value) is the average speed difference. If the average speed difference is less than or equal to 5 km / h, the test result is output as passed.

[0106] Optionally, the testing device compares the specific results calculated by the data calculation module with the virtual grouping global optimization curve index and automatically outputs the test results. The test result output module prints the test results based on the comparison analysis and generates a test result curve. If the test result is unsuccessful, the tester can analyze the specific values ​​output by the test results, manually evaluate and suggest that the software developers modify the virtual grouping operation parameters, reset the test scenario, and re-test and verify the virtual grouping global optimization curve.

[0107] This invention can optimize parameters such as train formation schemes and speed curves by verifying the rationality of the global optimization curve for train operation, thereby improving the operating efficiency of train formations and the transport capacity of the line. It can also verify the relationship between the global optimization curve and the emergency braking curve, thus improving the operational safety of virtual train formations and ensuring timely braking in emergency situations. Furthermore, it can collect data in real time and quickly calculate verification results, providing timely reference for algorithm optimization and parameter adjustment, and improving the operational effectiveness of the virtual train formation system. This invention fills the technical gap in the field of urban rail virtual train formation technology regarding the testing of the global optimization curve for train formations, providing reliable technical support and guarantees for the application of urban rail virtual train formation technology, and promoting the application and development of this technology in urban rail transit systems.

[0108] Figure 8 This is a schematic diagram of the structure of the test device for the global optimization curve under virtual grouping provided by the present invention. The test device for the global optimization curve under virtual grouping includes an extraction unit 1. The extraction unit is used to extract the third speed information corresponding to the train after the grouping from the first speed information and to extract the fourth speed information corresponding to the train after the grouping from the second speed information. The working principle of the extraction unit 1 can be referred to the aforementioned step 101, and will not be repeated here.

[0109] The test device for the global optimization curve under virtual grouping also includes a determination unit 2. The determination unit is used to determine the average speed difference of the trains in the grouping based on the fourth speed information and the third speed information. The working principle of the determination unit 2 can be referred to the aforementioned step 102, and will not be repeated here.

[0110] The test device for the global optimization curve under virtual formation also includes an output unit 3. The output unit is used to output the test results of the global optimization curve of the virtual formation train according to the average speed difference and the preset speed. The working principle of the output unit 3 can be referred to the aforementioned step 103, and will not be repeated here.

[0111] The first speed information is the speed at different times during the operation of the virtual train formation, used to guide the virtual train formation to run at a preset recommended speed;

[0112] The second speed information is the preset speed limit determined at different times during the operation of the virtual train formation to prevent the virtual train formation from triggering emergency braking.

[0113] This invention provides a method, apparatus, equipment, and medium for testing the global optimization curve under virtual train formation. It extracts the third speed information corresponding to the rear train from the first speed information and the fourth speed information corresponding to the rear train from the second speed information. Using the overall performance of the rear train during the virtual train formation process as the test standard for the global optimization curve, it determines the average speed difference of the rear trains. Based on the average speed difference and a preset speed, it outputs the test result of the global optimization curve of the virtual train formation. This invention combines the speeds corresponding to different times when the virtual train formation is running at a preset recommended speed with preset speed limits corresponding to different times to prevent the virtual train formation from triggering emergency braking. This achieves accurate verification of the global optimization curve of the train formation operation, possessing higher real-time performance and accuracy, improving the testing efficiency and reliability of virtual train formations, and ensuring the operational safety of virtual train formations.

[0114] Figure 9 This is a schematic diagram of the structure of the electronic device provided by the present invention. For example... Figure 9 As shown, the electronic device may include: a processor 910, a communication interface 920, a memory 930, and a communication bus 940, wherein the processor 910, the communication interface 920, and the memory 930 communicate with each other through the communication bus 940. The processor 910 can call logical instructions in the memory 930 to execute a test method for a global optimization curve under virtual train formation. The method includes: extracting third speed information corresponding to the train following the formation from first speed information, and extracting fourth speed information corresponding to the train following the formation from second speed information; determining the average speed difference of the train following the formation based on the fourth speed information and the third speed information; and outputting the test result of the global optimization curve of the virtual train formation based on the average speed difference and a preset speed. The first speed information is the speed corresponding to different times during the operation of the virtual train formation, used to guide the virtual train formation to run at a preset recommended speed; the second speed information is the preset speed limit corresponding to different times during the operation of the virtual train formation, determined to prevent the virtual train formation from triggering emergency braking.

[0115] Furthermore, the logical instructions in the aforementioned memory 930 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0116] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute a test method for a global optimization curve under virtual train formation provided by the above methods. The method includes: extracting third speed information corresponding to the train following the formation from first speed information, and extracting fourth speed information corresponding to the train following the formation from second speed information; determining the average speed difference of the train following the formation based on the fourth speed information and the third speed information; and outputting the test result of the global optimization curve of the virtual train formation based on the average speed difference and a preset speed. The first speed information is the speed corresponding to different times during the operation of the virtual train formation, used to guide the virtual train formation to run with reference to a preset recommended speed; the second speed information is the preset speed limit corresponding to different times during the operation of the virtual train formation, determined to prevent the virtual train formation from triggering emergency braking.

[0117] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program implements a test method for a global optimization curve under virtual train formation provided by the methods described above. The method includes: extracting third speed information corresponding to the rear train in the formation from first speed information; extracting fourth speed information corresponding to the rear train in the formation from second speed information; determining the average speed difference of the rear train in the formation based on the fourth speed information and the third speed information; and outputting the test result of the global optimization curve of the virtual train formation based on the average speed difference and a preset speed. The first speed information is the speed corresponding to different times during the operation of the virtual train formation, used to guide the virtual train formation to run at a preset recommended speed. The second speed information is the preset speed limit corresponding to different times during the operation of the virtual train formation, determined to prevent the virtual train formation from triggering emergency braking.

[0118] 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.

[0119] 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.

[0120] 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 test method for globally optimizing curves under virtual marshalling, characterized in that, The method comprises the following steps: extracting third speed information corresponding to the rear car from the first speed information, and extracting fourth speed information corresponding to the rear car from the second speed information; determining the speed difference average of the rear car according to the fourth speed information and the third speed information; outputting the test result of the global optimization curve of the virtual marshalling train according to the speed difference average and a preset speed; the first speed information is the speed corresponding to different time points in the running process of the virtual marshalling train, which is used to guide the virtual marshalling train to run at a preset recommended speed; the second speed information is the preset limit speed corresponding to different time points in the running process of the virtual marshalling train, which is determined to prevent the virtual marshalling train from triggering emergency braking; the determination of the speed difference average of the rear car according to the fourth speed information and the third speed information comprises: for each time point, determining the speed difference value corresponding to the time point according to the speed at the time point in the fourth speed information and the speed at the time point in the third speed information; and mean processing the speed difference values corresponding to all time points to obtain the speed difference average of the rear car; before extracting the third speed information corresponding to the rear car from the first speed information and extracting the fourth speed information corresponding to the rear car from the second speed information, the method further comprises: establishing a virtual marshalling train associated with the front car and the rear car; generating the first speed information and the second speed information in the running process of the virtual marshalling train, and storing the first speed information and the second speed information in a preset driving database; after determining that the virtual marshalling train completes a preset running route, generating a data acquisition instruction, which is used to acquire the first speed information and the second speed information from the preset driving database; the first speed information is determined according to communication delay, positioning error, line slope information, curve information, train braking rate and interval running resistance; and the second speed information is determined according to train speed, acceleration and the first speed information.

2. The test method of globally optimizing curves virtually coupled down according to claim 1, wherein, the output of the test result of the global optimization curve of the virtual marshalling train comprises: in the case that the speed difference average is less than or equal to the preset speed, the test result of the global optimization curve of the virtual marshalling train is passed; in the case that the speed difference average is greater than the preset speed, the test result of the global optimization curve of the virtual marshalling train is failed.

3. The method of claim 2, wherein, after the test result of the global optimization curve of the virtual marshalling train is failed, the method further comprises: generating a global result curve corresponding to the test result, and adjusting the running parameters of the virtual marshalling train according to the global result curve; extracting the third speed information corresponding to the rear car from the first speed information again, and extracting the fourth speed information corresponding to the rear car from the second speed information, so as to output the test result of the global optimization curve of the virtual marshalling train, until the test result of the global optimization curve of the virtual marshalling train is passed.

4. The method of claim 3, wherein, The method further comprises: According to the global result curve, a target operation route corresponding to an operation route section with a test result of failure is determined from a preset operation route; According to the target result curve corresponding to the target operation route, the operation parameter of the virtual marshalling train is adjusted.

5. The method of claim 1, wherein, After the data acquisition instruction is generated, the method further comprises: The first speed information and the second speed information are acquired from the preset driving database; The first speed information and the second speed information are cleaned, the third speed information corresponding to the marshalled train is extracted from the cleaned first speed information, and the fourth speed information corresponding to the marshalled train is extracted from the cleaned second speed information.

6. A test apparatus for globally optimizing curves under virtual marshalling, characterized in that, The method further comprises: The extraction unit is configured to extract the third speed information corresponding to the marshalled train from the first speed information and extract the fourth speed information corresponding to the marshalled train from the second speed information; The determination unit is configured to determine the speed difference average of the marshalled train according to the fourth speed information and the third speed information; The output unit is configured to output a test result of a global optimization curve of a virtual marshalling train according to the speed difference average and a preset speed; The first speed information is a speed corresponding to different time points in the running process of the virtual marshalling train for guiding the virtual marshalling train to run by referring to a preset recommended speed; The second speed information is a preset limit speed corresponding to different time points in the running process of the virtual marshalling train for preventing the virtual marshalling train from triggering emergency braking; The determination of the speed difference average of the marshalled train according to the fourth speed information and the third speed information comprises: for each time point, the speed difference value corresponding to the time point is determined according to the speed of the time point in the fourth speed information and the speed of the time point in the third speed information; and the speed difference values corresponding to all time points are processed by averaging to obtain the speed difference average of the marshalled train; Before the third speed information corresponding to the marshalled train is extracted from the first speed information and the fourth speed information corresponding to the marshalled train is extracted from the second speed information, the device is further configured to: establish a virtual marshalling train associated with the marshalled train and the marshalled train; generate the first speed information and the second speed information in the running process of the virtual marshalling train, and store the first speed information and the second speed information in a preset driving database; after it is determined that the virtual marshalling train completes a preset operation route, generate a data acquisition instruction, the data acquisition instruction is used to acquire the first speed information and the second speed information from the preset driving database; the first speed information is determined according to communication delay, positioning error, line slope information, curve information, train braking rate and interval operation resistance; and the second speed information is determined according to train speed, acceleration and the first speed information.

7. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the test method of the global optimization curve of the virtual marshalling when executing the program. The processor implements the test method of the global optimization curve of the virtual marshalling when executing the program.

8. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program, when executed by a processor, implements the test method for globally optimizing a curve under virtual marshalling according to any one of claims 1-5.

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