ATO vehicle control method and system based on track superelevation design

Abstract

The present invention provides an ATO vehicle control method and system based on track superelevation design, which relates to the field of rail transit train control. In order to reduce the wear on the curved section of the track, reduce the later operation and maintenance costs, and improve passenger comfort. The method includes: calculating the fastest recommended speed curve of the train in the curved section, calculating the difference between the running time set by the ATS and the running time of the fastest running process, and judging whether the difference is less than or equal to 0; if so, running according to the ATO first recommended running speed and the ATP protection speed; if not, according to the difference and the running time of the curve section interval, the time that each curve section should be increased during the running process is obtained; according to the time that each curve section should be increased, the ATO second recommended running speed of the curve section is obtained; judging whether the ATO second recommended running speed is reduced to the running speed when the balanced acceleration is 0, if so, it is the optimal running strategy; if not, it is reduced to the unbalanced acceleration between 0 and 0.4m / s 2 The running speed between the two can reduce track wear and improve comfort.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit train control, and in particular to an ATO train control method and system based on track superelevation design. Background Art

[0002] With the rapid development of urban rail transit, the stability of trains running on curved sections and the comfort of passengers have received increasing attention. As a key technology in track engineering, the superelevation design of curved sections is crucial to ensuring the safety of train operation and the riding experience of passengers. When locomotives and vehicles travel on curves, centrifugal force is generated, which causes the outer rails to bear greater pressure, severe side wear, and discomfort to passengers. In severe cases, it may even cause overturning accidents. To this end, the outer rails must be raised to a certain extent, and the centripetal force generated by the weight of the vehicle body is used to balance the centrifugal force. At this time, the balance acceleration is 0, the passenger comfort is the best, and the wear on the track is minimal.

[0003] In order to improve operational efficiency, the subway design specifications stipulate that under normal circumstances, the unbalanced acceleration allowed is 0.4m / s 2 In traditional rail transit systems, the Automatic Train Control (ATO) subsystem of the signal system usually controls train operation based on the maximum operating speed provided by the track professionals. However, this fixed speed control method often causes the train to be in a state of under-superelevation when running in curved sections, that is, the actual running speed of the train is higher than the equilibrium speed, resulting in a situation where the centrifugal force is greater than the centripetal force.

[0004] When the train is running in a curve section under the condition of insufficient superelevation, the vehicle will be unbalanced, that is, the center of gravity of the vehicle will move to the outer track, causing the outer track to bear greater pressure and accelerate the wear of the track. In addition, passengers will also feel a certain degree of discomfort in the state of insufficient superelevation, which affects the riding experience. Therefore, how to optimize the ATO vehicle control method, reduce the wear of the curved track, and improve passenger comfort under the premise of ensuring the safety of train operation has become an urgent problem to be solved in the current rail transit field. Summary of the invention

[0005] In order to solve the above technical problems, the present invention provides an ATO vehicle control method and system based on track superelevation design to reduce the wear on track curve sections, reduce the subsequent operation and maintenance costs, and improve passenger comfort.

[0006] The present invention provides an ATO vehicle control method based on track superelevation design, the method comprising:

[0007] Step S1: When the train is running in a curve section, the running speed is taken when the acceleration is not balanced, and the fastest recommended speed curve of the train in the curve section is calculated, wherein the fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed;

[0008] Step S2: Calculate the difference between the running time set by the automatic train monitoring system ATS and the running time of the fastest running process, and determine whether the difference is less than or equal to 0;

[0009] Step S3: If yes, the train is in a delayed state, and the train runs according to the ATO first recommended running speed and the ATP protection speed, and the train operation control is performed with the fastest recommended speed curve as the target;

[0010] Step S4: If not, the train is in an early state, and the time that should be increased for each curve section during the operation is obtained according to the difference and the running time of the curve section; and the ATO second recommended running speed of the curve section is obtained according to the time that should be increased for each curve section;

[0011] Step S5: Determine whether the ATO second recommended running speed is reduced to the running speed when the balanced acceleration is 0. If so, it is the optimal running strategy and runs according to the optimal running strategy; if not, it is reduced to the unbalanced acceleration between 0 and 0.4 m / s 2 The running speed between the two limits can reduce track wear and improve passenger comfort.

[0012] Preferably, the step S1 comprises:

[0013] When the train is limited in speed on a curve section, it cannot reach the maximum speed of the line due to line conditions. The train takes an unbalanced acceleration of 0.4m / s when running on the curve section. 2 The running speed at that time is calculated, and the fastest recommended speed curve of the train in the curve section is calculated. The fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed.

[0014] The first recommended operating speed of ATO is:

[0015] ATP protection speed is:

[0016] Where h is the superelevation value, R is the curve radius, V ATO1 The first recommended operating speed for ATO, V ATP Speed ​​for ATP protection.

[0017] Preferably, in step S4, the time length that should be increased for each curve segment during the operation is obtained according to the difference and the curve segment interval operation time, and the formula is:

[0018]

[0019] Among them, t di is the running time of the train in the i-th curve, △t is the difference between the running time set by the train self-monitoring system ATS and the running time of the fastest running process, △t i It is the time length that the i-th curve should increase during the operation.

[0020] Preferably, the running speed when the equilibrium acceleration is 0 is:

[0021]

[0022] Among them, V ATO0 It is the running speed when the balanced acceleration is 0, h is the superelevation value, and R is the curve radius.

[0023] Preferably, in step S5, if no, the unbalanced acceleration is reduced to 0 to 0.4 m / s 2 The system can reduce track wear and improve passenger comfort, including:

[0024] If V ATO0 <V ATO2 <V ATO1 ,in, V ATO2 The second recommended speed for ATO, h is the superelevation value, R is the curve radius, the track is still in a state of insufficient superelevation, but has not been balanced. The acceleration is between 0 and 0.4 m / s 2 In the meantime, wear on the tracks is reduced and passenger comfort is improved.

[0025] Compared with the prior art, the ATO vehicle control method based on track superelevation design provided by the present invention has the following beneficial effects: when the train is running in a curved section, the running speed is taken when the acceleration is not balanced, and the fastest recommended speed curve of the train in the curved section is calculated, and the fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed; the difference between the running time set by the train automatic monitoring system ATS and the running time of the fastest running process is calculated, and it is judged whether the difference is less than or equal to 0; if so, the train is in a delayed state, the train runs according to the ATO first recommended running speed and the ATP protection speed, and the train operation is controlled with the fastest recommended speed curve as the target; if not, the train is in an early state, and the time that should be increased for each curved section during the running process is obtained according to the difference and the running time of the curved section interval; the ATO second recommended running speed of the curved section is obtained according to the time that should be increased for each curved section; it is judged whether the ATO second recommended running speed is reduced to the running speed when the balanced acceleration is 0, if so, it is the optimal running strategy, and the train is operated according to the optimal running strategy; if not, it is reduced to the unbalanced acceleration between 0 and 0.4m / s 2When the train is in peak hours or needs to be on time, and is in a delayed state, ATO runs at the fastest recommended speed provided by the track; during off-peak operation, the train is in an early state, and ATO will appropriately reduce the running speed of the train in the curve section when controlling the train, so that the centripetal force provided by the superelevation and the centrifugal force generated by the train operation are as balanced as possible, and the unbalanced acceleration is between 0 and 0.4 m / s 2 The wear and tear on the curved sections of the track can be reduced, which can effectively reduce the subsequent operation and maintenance costs and provide passengers with the best riding experience.

[0026] The present invention also provides an ATO vehicle control system based on track superelevation design, the system comprising:

[0027] The fastest recommendation module is used to calculate the fastest recommended speed curve of the train in the curve section when the train is running at an unbalanced acceleration, and the fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed;

[0028] The difference calculation module is used to calculate the difference between the running time set by the automatic train monitoring system ATS and the running time of the fastest running process, and determine whether the difference is less than or equal to 0;

[0029] The train delay module is used for when the difference is less than or equal to 0, the train is in a delayed state, the train runs according to the ATO first recommended running speed and the ATP protection speed, and the train operation control is performed with the fastest recommended speed curve as the target;

[0030] The train early module is used to obtain the time that should be increased for each curve segment during the operation according to the difference and the running time of the curve segment when the difference is greater than 0, and obtain the ATO second recommended running speed of the curve segment according to the time that should be increased for each curve segment;

[0031] The optimization strategy module is used to determine whether the ATO second recommended running speed has dropped to the running speed when the balanced acceleration is 0. If so, it is the optimal running strategy and runs according to the optimal running strategy; if not, the unbalanced acceleration is between 0 and 0.4 m / s 2 Reduce track wear and improve passenger comfort.

[0032] Preferably, in the maximum speed recommendation module, when the train is limited in the curve section, it is restricted by the line conditions and cannot reach the maximum running speed of the line. The train takes the unbalanced acceleration of 0.4m / s when running in the curve section. 2 The running speed at that time is calculated, and the fastest recommended speed curve of the train in the curve section is calculated. The fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed.

[0033] The first recommended operating speed of ATO is:

[0034] ATP protection speed is:

[0035] Where h is the superelevation value, R is the curve radius, V ATO1 The first recommended operating speed for ATO, V ATP Speed ​​for ATP protection.

[0036] Preferably, in the train early module, the time that each curve segment should be increased during the running process is obtained according to the difference and the running time of the curve segment interval, and the formula is:

[0037]

[0038] Among them, t di is the running time of the train in the i-th curve, △t is the difference between the running time set by the train self-monitoring system ATS and the running time of the fastest running process, △t i It is the time length that the i-th curve should increase during the operation.

[0039] Preferably, the running speed when the equilibrium acceleration is 0 is:

[0040]

[0041] Among them, V ATO0 It is the running speed when the balanced acceleration is 0, h is the superelevation value, and R is the curve radius.

[0042] Preferably, in the optimization strategy module, if not, the unbalanced acceleration is reduced to 0 to 0.4 m / s 2 The system can reduce track wear and improve passenger comfort, including:

[0043] If V ATO0 <V ATO2 <V ATO1 ,in, V ATO2 The second recommended speed for ATO, h is the superelevation value, R is the curve radius, the track is still in a state of insufficient superelevation, but has not been balanced. The acceleration is between 0 and 0.4 m / s 2 In the meantime, wear on the tracks is reduced and passenger comfort is improved.

[0044] Compared with the prior art, the beneficial effects of the ATO vehicle control system based on track superelevation design provided by the present invention are the same as the beneficial effects of the ATO vehicle control method based on track superelevation design described in the above technical solution, which will not be repeated here.

[0045] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0047] Figure 1 A flow chart of an ATO vehicle control method based on track superelevation design provided by an embodiment of the present invention is shown;

[0048] Figure 2 A schematic diagram of an ATO vehicle control method based on track superelevation design provided by an embodiment of the present invention is shown;

[0049] Figure 3 A schematic diagram of force analysis of a track superelevation design provided by an embodiment of the present invention is shown;

[0050] Figure 4 A schematic diagram of a train station operation protection curve and a speed curve provided by an embodiment of the present invention is shown;

[0051] Figure 5 A schematic diagram of adjusting the train station operation protection curve and speed curve provided by an embodiment of the present invention is shown;

[0052] Figure 6 A schematic diagram of a double-layer control structure of an ATO system provided by an embodiment of the present invention is shown;

[0053] Figure 7 A schematic diagram of the optimized train station operation protection curve and speed curve adjustment provided by an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0054] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0055] The "multiple" mentioned in this embodiment refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The words "exemplary" or "for example" are used to indicate examples, illustrations or explanations, and are intended to present related concepts in a specific way, and should not be interpreted as being more preferred or more advantageous than other embodiments or design solutions.

[0056] Before introducing the embodiments of the present application, the following definitions are given for the relevant terms involved in the embodiments of the present application:

[0057] Superelevation: When a train is running on a circular curve, it will slip due to the lateral force or centrifugal force. In order to offset the centrifugal force generated by the vehicle when running on the circular curve section and ensure that the train can pass the circular curve safely, stably, meet the design speed, and economically and comfortably, a one-way cross slope with the outer side higher than the inner side is set on the cross section of the section. For the curve, the outer ring is the upper stock, serving as the outer rail, and the inner ring is the lower stock, serving as the inner rail.

[0058] Automatic Train Control (ATC): The urban rail transit signal system is an important part of the entire rail transit automatic control system. Its main functions are to ensure the safety of train operations, improve transportation capacity, and achieve fast, orderly, and high-density train dispatching and command. Due to the high requirements for urban rail transit operation safety and punctuality, and the high density of traffic, the signal system generally adopts the Automatic Train Control (ATC), including:

[0059] Automatic Train Protection (ATP): The ATP system monitors the train running at a safe speed and ensures that the train will brake immediately if it exceeds the specified speed.

[0060] Automatic Train Supervision (ATS): ATS is a system that automatically monitors train operation with the support of ATP.

[0061] Automatic Train Control (ATO) is a device that controls the automatic operation of trains. Under the protection of the ATP system, it realizes automatic driving of trains and automatic speed adjustment according to the instructions of ATS. The control of the ATO system is divided into two levels: calculating the target speed according to the movement authorization, and controlling the traction and braking force to achieve target speed tracking.

[0062] On a curved track, once the superelevation is calculated and determined according to the average speed and constructed, it becomes a fixed facility. Since the unbalanced situation that meets the requirements of the specification has been considered when the track proposes the maximum operating speed. When ATO controls the vehicle, the maximum operating speed proposed by the track is used as a recommended speed with a fixed value. Therefore, in actual operation, the actual speed of the train passing through the curved section is almost always greater than the speed when the two rails are balanced, making the superelevation not compatible with the driving speed, that is, according to the original superelevation, the combined force of the train gravity and the rail reaction force does not match the centripetal force required by the train, and the track is always in a state of insufficient superelevation. When the superelevation is insufficient, the center of gravity of the vehicle moves upward along the rail surface, and the outer rail is overloaded. At this time, the wheel flange of the outer strand is closer to the rail, and the tread radius of the contact surface with the rail becomes larger, which can provide a certain lateral reaction force. The wheel flange of the lower strand is farther away from the rail, and the tread radius of the contact surface with the rail is smaller. The angle between the reaction force of the rail acting on the wheel and the horizontal direction is smaller. In this way, the centripetal force provided by the rail reaction force and the vehicle's gravity will also increase, allowing the vehicle to maintain balance. However, this will bring about major problems: the vehicle's eccentric loading will damage the track structure, and the passenger comfort experience will not be improved.

[0063] Based on this, the embodiment of the present invention provides an ATO vehicle control method and system based on track superelevation design. Figure 1 A flow chart of an ATO vehicle control method based on track superelevation design provided by an embodiment of the present invention is shown. Figure 2 FIG. 4 shows a schematic diagram of an ATO vehicle control method based on track superelevation design provided by an embodiment of the present invention, such as Figure 1-Figure 2 As shown, the method includes:

[0064] Step S1: When the train is running in a curve section, the running speed is taken when the acceleration is not balanced, and the fastest recommended speed curve of the train in the curve section is calculated. The fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed.

[0065] It should be noted that when the track is set superelevated, the general force analysis is as follows: Figure 3 As shown in the figure, when a vehicle is traveling on a curve, it will be affected by centrifugal force. Assuming the vehicle body is a plane, due to the superelevation setting, the combined force Fa of the vehicle's gravity P and the reaction force Q of the curved track on the vehicle provides the vehicle with centripetal force. When the superelevation setting is appropriate, the forces on the two rails are uniform, the centripetal force balances the centrifugal force, and the equilibrium acceleration is 0. Figure 3 In this case, F1=F2, the extension line of Q is perpendicular to the rail plane, and S1 is the distance between the center lines of the two rails, which is generally 1500mm in the specification.

[0066] pass Figure 3According to the force analysis in the paper, when the centripetal force balances the centrifugal force and the equilibrium acceleration is 0, the superelevation value of the curve is calculated according to the following formula: Where h is the superelevation value of the curve, in mm, V c is the speed of the train, in km / h, and R is the curve radius, in m. Considering the comfort of passengers, the specification requires that the normal value of the unbalanced acceleration a0 in the main line section is 0.4 m / s 2 , when the speed is instantaneous, take 0.5m / s 2 In the unbalanced superelevation state, the derivation is as follows:

[0067]

[0068] Among them, h is the superelevation value of the curve, in mm; v is the train speed, in km / h; R is the curve radius, in m; S1 is the distance between the center lines of the two rails, which is 1500 mm; ɡ is the acceleration due to gravity, which is 9.8 m / s 2 ; △h is the unbalanced slope height, in mm; a0 is the unbalanced acceleration, in m / s 2 Therefore, the allowable value of the unbalanced slope height in the curved section of the rail transit section should not be greater than 61mm, and should not be greater than 75mm in difficult situations.

[0069] Therefore, in conventional settings, when the train is limited in speed on a curve section, it is restricted by line conditions and cannot reach the maximum operating speed of the line. The train takes an unbalanced acceleration of 0.4m / s when running on a curve section. 2 The running speed at that time is calculated, and the fastest recommended speed curve of the train in the curve section is calculated. The fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed.

[0070] The first recommended operating speed of ATO is:

[0071] ATP protection speed is:

[0072] Where h is the superelevation value, R is the curve radius, V ATO1 The first recommended operating speed for ATO, V ATP Speed ​​for ATP protection.

[0073] The interval operation stage is an important part of the train operation process between stations. This stage requires the train driver or ATO to use the speed protection curve provided by ATP to ensure that the train speed is lower than the protection curve speed, and drive the train strictly in accordance with the arrival and departure time requirements of the timetable formulated by ATS, so that the train can run smoothly and on time to the next station.

[0074] The speed protection curve provided by ATP is the basis for ATP to monitor train speed. If ATP detects that the real-time speed of the train exceeds the ATP speed protection curve, it will immediately trigger emergency braking to stop the train in an emergency to ensure the safety of passengers and trains. Figure 4 As shown in the figure, the ATP speed protection curve is determined based on the maximum operating speed of the line affected by the line plane and line longitudinal section characteristics, combined with the actual operating speed of the train. Its purpose is to ensure that when the train may exceed the ATP speed protection curve and implement emergency braking, the train does not exceed the maximum operating speed of the line within the response time of the signal system and the vehicle system.

[0075] Under the manual driving model, the driver needs to reasonably operate the traction / brake handle level on the cab console according to the ATP speed protection curve, drive the train to accelerate, inert, and decelerate, ensure the comfort of the passengers in the car, and arrive at the next station on time. In the automatic driving mode, ATO needs to automatically generate the ATO recommended speed curve under different operating levels before the train departs. Usually, different operating levels correspond to the running time of the train between stations; when the train departs, ATO calls the recommended speed curve of the corresponding level as the tracking target curve according to the selected operating level; during the interval operation of the train, ATO calculates the appropriate traction, braking and inertia conditions of the train according to the train running distance, speed and line parameters, so that the train can accurately track the recommended speed curve and control the smooth operation of the train between stations. In the existing system, the difference between the ATO vehicle control curve at the 100% operating level and the vehicle control curve at the 90% operating level is reflected in the control strategy of the maximum speed in the cruising stage. Such as Figure 5 As shown, the running time is adjusted by adjusting the maximum running speed reached by the train, and the speed in the lower speed running section is kept unchanged. The ATO recommended speed curve needs to consider the following requirements: Overspeed protection requirements: First, under normal tracking conditions, the speed of the train tracking speed adjustment process must not exceed the ATP protection curve to avoid emergency braking; Punctuality requirements: Usually, in order to ensure the punctuality of the train on the entire line and facilitate the adjustment of the speed and running time of the train in the section, the ATO inter-station operation control stage is divided into multiple operating levels. Each operating level corresponds to a different planned running time between stations to cope with different operating conditions. The recommended speed must match the planned time under the corresponding operating level to meet the punctuality requirements of the train running in the section.

[0076] Step S2: Calculate the difference between the running time set by the automatic train monitoring system ATS and the running time of the fastest running process, and determine whether the difference is less than or equal to 0.

[0077] It should be noted that the difference between the running time given by ATS and the running time of the fastest running process is Δt=t 计划-t 最速 , where Δt is the difference between the running time given by ATS and the running time of the fastest running process, t 计划 is the running time given by ATS, t 最速 is the running time of the fastest running process.

[0078] Step S3: If yes, the train is in a delayed state, and the train runs according to the ATO first recommended running speed and the ATP protection speed, and the train operation control is performed with the fastest recommended speed curve as the target.

[0079] It should be noted that if △t≤0, it means that the train is in a delayed state and needs to run at the maximum speed. The train uses the ATO first recommended running speed in the curve section of this running section. The ATP protection speed remains unchanged. The ATO controller runs at the first recommended speed V ATO1 Train operation control is carried out with curve as the target.

[0080] Step S4: If not, the train is in an early state. According to the difference and the running time of the curve section, the time that should be increased for each curve section during the running process is obtained; according to the time that should be increased for each curve section, the ATO second recommended running speed of the curve section is obtained.

[0081] It should be noted that if △t>0, it means that the train is in an early state and an optimized operation strategy can be adopted. According to the above difference △t and the running time of the curve section, the time that should be increased for each curve section during the running process is calculated in proportion, and the formula is:

[0082]

[0083] Among them, t di is the running time of the train in the i-th curve, △t is the difference between the running time set by the train self-monitoring system ATS and the running time of the fastest running process, △t i It is the time length that the i-th curve should increase during the operation.

[0084] According to the obtained curve segment, the additional running time △t i , considering the train's traction and braking characteristics, line conditions, etc., calculate the ATO second recommended operating speed V for the curve section ATO2 , ATP protection speed is still

[0085] Step S5: Determine whether the ATO second recommended running speed is reduced to the running speed when the balanced acceleration is 0. If so, it is the optimal running strategy and runs according to the optimal running strategy; if not, it is reduced to the unbalanced acceleration between 0 and 0.4 m / s 2The running speed between the two limits can reduce track wear and improve passenger comfort.

[0086] It should be noted that the running speed when the equilibrium acceleration is 0 is:

[0087]

[0088] Among them, V ATO0 It is the running speed when the balanced acceleration is 0, h is the superelevation value, and R is the curve radius.

[0089] If ATO second recommended running speed At this time, the track is still in a state of insufficient superelevation, but the unbalanced acceleration is between 0 and 0.4 m / s2, which reduces the wear on the track and improves passenger comfort.

[0090] If the ATO recommended running speed of the curve section is calculated to be The speed limit of the curve section will no longer be reduced. At this time, the unbalanced acceleration is 0, the wear on the track is minimal, and the passenger comfort is the best. This is the optimal operation strategy and it is implemented according to this strategy.

[0091] At this point, the system generates the optimal ATO recommended speed curve in real time based on the ATS driving plan and route conditions.

[0092] The ATO system receives the interval operation level instructions and the corresponding interval operation time sent by the ATS. The ATO adjusts the maximum operation speed according to the different operation level instructions of the ATS. If it is found that the interval operation time deviates from the plan, the ATS will adjust the output instructions of the operation level, so that the ATO recalculates the operation speed curve to achieve the function of interval time-sharing control. Figure 6 As shown in the figure, a typical ATO system is a two-layer control structure, which consists of an optimization layer and a control layer. The optimization layer needs to calculate and generate the ATO optimal recommended speed curve based on the current operating conditions of the train, ATP speed limit information, line information, train vehicle model and corresponding control objectives, such as energy saving, punctuality, comfort, etc.; the main function of the control layer is to track the train speed. The ATO recommended speed curve is also called the ATO target speed curve, the operating level mode curve, and the speed tracking curve. The recommended speed curve is generated based on the speed protection curve, the operating level, that is, the corresponding planned operating time, and the train traction and braking characteristics.

[0093] In order to ensure the punctuality of trains on the entire line and facilitate the adjustment of train speed and running time in the section, the ATO station-to-station operation control stage is divided into multiple operation levels to adapt to the early / late situations of different trains. Generally, delays are more likely to occur during peak operating periods, and early departures are more likely to occur during off-peak periods. Under a given running time, there are many different speed curves for the train to run from the current position to the target position. In conventional designs, the running time is adjusted by adjusting the maximum running speed reached by the train, and the speed of the lower speed running section is kept unchanged.

[0094] The present invention takes into account the superelevation design of the curved track and adjusts the running speed of the train in the curved section based on the remaining running time of the train in the section. When the train is running, by calling the recommended speed curve under the corresponding running level, the ATO controller takes the speed curve as the target to realize the automatic speed regulation process and control the train to run comfortably and smoothly between stations. Figure 7 FIG. 4 shows a schematic diagram of the optimized train station operation protection curve and speed curve adjustment provided by an embodiment of the present invention, as shown in FIG. Figure 7 As shown in the figure, after optimization, the maximum operating speed is not lowered as a whole, and the operating speed is only adjusted in the curve section.

[0095] Compared with the prior art, the ATO vehicle control method based on track superelevation design provided by the embodiment of the present invention has the following beneficial effects:

[0096] 1. Compared with the traditional signal ATO vehicle control strategy, the impact analysis of track superelevation is added to achieve ATO refined vehicle control. In the process of rail transit operation, it is not always necessary to operate at the highest capacity. Therefore, in the process of optimization, in addition to considering reducing the operating speed to reduce energy consumption, indicators such as equipment wear, later operation and maintenance, and passenger comfort are also considered.

[0097] 2. The present invention proposes an ATO train control optimization scheme, which can realize refined train control under different operating levels. In the peak period, about 4 hours, such as 7:00-9:00 in the morning, 17:00-19:00 in the evening, or when it is necessary to catch up, ATO runs at the highest operating speed provided by the track; in the off-peak operation period, about 14 hours, such as 5:00-7:00 in the morning, 9:00-17:00 in the morning, and 19:00-23:00 in the evening, ATO appropriately reduces the running speed of the train in the curved section when controlling the train, so that the centripetal force provided by the superelevation and the centrifugal force generated by the train operation are balanced as much as possible, avoiding the track from being in a state of insufficient superelevation filling for a long time, reducing the wear on the curved section of the track, which can effectively reduce the later operation and maintenance costs, and can also improve the passenger riding experience to a greater extent.

[0098] The embodiment of the present invention further provides an ATO vehicle control system based on track superelevation design, the system comprising:

[0099] The fastest recommendation module is used to calculate the fastest recommended speed curve of the train in the curve section when the train is running at an unbalanced acceleration, and the fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed;

[0100] The difference calculation module is used to calculate the difference between the running time set by the automatic train monitoring system ATS and the running time of the fastest running process, and determine whether the difference is less than or equal to 0;

[0101] The train delay module is used for when the difference is less than or equal to 0, the train is in a delayed state, the train runs according to the ATO first recommended running speed and the ATP protection speed, and the train operation control is performed with the fastest recommended speed curve as the target;

[0102] The train early module is used to obtain the time that should be increased for each curve segment during the operation according to the difference and the running time of the curve segment when the difference is greater than 0, and obtain the ATO second recommended running speed of the curve segment according to the time that should be increased for each curve segment;

[0103] The optimization strategy module is used to determine whether the ATO second recommended operating speed has dropped to the operating speed when the balanced acceleration is 0. If so, it is the optimal operating strategy and runs according to the optimal operating strategy; if not, it is dropped to the unbalanced acceleration between 0 and 0.4m / s 2 The running speed between the two limits can reduce track wear and improve passenger comfort.

[0104] Preferably, in the maximum speed recommendation module, when the train is limited in the curve section, it is restricted by the line conditions and cannot reach the maximum running speed of the line. The train takes the unbalanced acceleration of 0.4m / s when running in the curve section. 2 The running speed at that time is calculated, and the fastest recommended speed curve of the train in the curve section is calculated. The fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed.

[0105] The first recommended operating speed of ATO is:

[0106] ATP protection speed is:

[0107] Where h is the superelevation value, R is the curve radius, V ATO1 The first recommended operating speed for ATO, V ATP Speed ​​for ATP protection.

[0108] Preferably, in the train early module, the time that each curve segment should be increased during the running process is obtained according to the difference and the running time of the curve segment interval, and the formula is:

[0109]

[0110] Among them, t di is the running time of the train in the i-th curve, △t is the difference between the running time set by the train self-monitoring system ATS and the running time of the fastest running process, △t i It is the time length that the i-th curve should increase during the operation.

[0111] Preferably, the running speed when the equilibrium acceleration is 0 is:

[0112]

[0113] Among them, V ATO0 is the running speed when the balanced acceleration is 0, h is the superelevation value, and R is the curve radius. Preferably, in the optimization strategy module, if not, it is reduced to the unbalanced acceleration between 0 and 0.4 m / s 2 The system can reduce track wear and improve passenger comfort, including:

[0114] If V ATO0 <V ATO2 <V ATO1 ,in, V ATO2 is the second recommended running speed, h is the superelevation value, R is the curve radius, the track is still in a state of insufficient superelevation, but has not been balanced. The acceleration is between 0 and 0.4 m / s 2 In the meantime, wear on the tracks is reduced and passenger comfort is improved.

[0115] Compared with the prior art, the beneficial effects of an ATO vehicle control system based on track superelevation design provided by an embodiment of the present invention are the same as the beneficial effects of an ATO vehicle control method based on track superelevation design described in the above technical solution, which will not be elaborated here.

[0116] In addition, an embodiment of the present invention further provides an electronic device, including a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and executable on the processor. The transceiver, the memory, and the processor are respectively connected via a bus. When the computer program is executed by the processor, each process of an embodiment of the above-mentioned ATO vehicle control method based on track superelevation design is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0117] In addition, an embodiment of the present invention further provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the various processes of the above-mentioned ATO vehicle control method embodiment based on track superelevation design are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0118] Computer readable storage media include: permanent and non-permanent, removable and non-removable media, which are tangible devices that can retain and store instructions for use by instruction execution devices. Computer readable storage media include: electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, and any suitable combination of the above. Computer readable storage media include: phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), non-volatile random access memory (NVRAM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassette storage, magnetic tape disk storage or other magnetic storage devices, memory sticks, mechanical encoding devices (such as punched cards or raised structures in grooves with instructions recorded thereon) or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined in the embodiments of the present invention, computer-readable storage media do not include temporary signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (such as light pulses passing through fiber optic cables), or electrical signals transmitted through wires.

[0119] In the several embodiments provided in the present application, it should be understood that the disclosed devices, electronic devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, or it can be an electrical, mechanical or other form of connection.

[0120] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, and may be located in one location or distributed on multiple network units. Some or all of the units may be selected according to actual needs to solve the problem to be solved by the embodiments of the present invention.

[0121] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0122] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present invention is essentially or part of the contribution to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (including: a personal computer, a server, a data center or other network device) to perform all or part of the steps of the method described in each embodiment of the present invention. The above-mentioned storage medium includes various media that can store program codes as listed above.

[0123] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technical solution that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. An ATO vehicle control method based on track superelevation design, characterized in that: include: Step S1: When the train is running in a curve section, the running speed is taken when the acceleration is not balanced, and the fastest recommended speed curve of the train in the curve section is calculated, wherein the fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed; Step S2: Calculate the difference between the running time set by the automatic train monitoring system ATS and the running time of the fastest running process, and determine whether the difference is less than or equal to 0; Step S3: If yes, the train is in a delayed state, and the train runs according to the ATO first recommended running speed and the ATP protection speed, and the train operation control is performed with the fastest recommended speed curve as the target; Step S4: If not, the train is in an early state, and the time that should be increased for each curve section during the operation is obtained according to the difference and the running time of the curve section; and the ATO second recommended running speed of the curve section is obtained according to the time that should be increased for each curve section; Step S5: Determine whether the ATO second recommended running speed is reduced to the running speed when the balanced acceleration is 0. If so, it is the optimal running strategy and runs according to the optimal running strategy; if not, it is reduced to the unbalanced acceleration between 0 and 0.4 m / s 2 The running speed between the two can reduce track wear and improve passenger comfort; The step S1 comprises: When the train is limited in speed on a curve section, it cannot reach the maximum speed of the line due to line conditions. The train takes an unbalanced acceleration of 0.4m / s when running on the curve section. 2 The running speed at that time is calculated, and the fastest recommended speed curve of the train in the curve section is calculated. The fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed. The first recommended operating speed of ATO is: ATP protection speed is: Where h is the superelevation value, R is the curve radius, V ATO1 The first recommended operating speed for ATO, V ATP Speed ​​for ATP protection.

2. The ATO vehicle control method based on track superelevation design according to claim 1 is characterized in that: In step S4, the time length that each curve segment should increase during the operation is obtained according to the difference and the curve segment interval operation time, and the formula is: Among them, t di is the running time of the train in the i-th curve, △t is the difference between the running time set by the train self-monitoring system ATS and the running time of the fastest running process, △t i It is the time length that the i-th curve should increase during the operation.

3. The ATO vehicle control method based on track superelevation design according to claim 1 is characterized in that: The running speed when the equilibrium acceleration is 0 is: Among them, V ATO0 It is the running speed when the balanced acceleration is 0, h is the superelevation value, and R is the curve radius.

4. The ATO vehicle control method based on track superelevation design according to claim 3 is characterized in that: In step S5, if not, the unbalanced acceleration is reduced to 0 to 0.4 m / s. 2 The system can reduce track wear and improve passenger comfort, including: If V ATO0 <V ATO2 <V ato1 ,in, V ATO2 is the second recommended running speed, h is the superelevation value, R is the curve radius, the track is still in a state of insufficient superelevation, but has not been balanced. The acceleration is between 0 and 0.4 m / s 2 In the meantime, wear on the tracks is reduced and passenger comfort is improved.

5. An ATO vehicle control system based on track superelevation design, characterized in that: The fastest recommendation module is used to calculate the fastest recommended speed curve of the train in the curve section when the train is running at an unbalanced acceleration, and the fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed; The difference calculation module is used to calculate the difference between the running time set by the automatic train monitoring system ATS and the running time of the fastest running process, and determine whether the difference is less than or equal to 0; The train delay module is used for when the difference is less than or equal to 0, the train is in a delayed state, the train runs according to the ATO first recommended running speed and the ATP protection speed, and the train operation control is performed with the fastest recommended speed curve as the target; The train early module is used to obtain the time that should be increased for each curve segment during the operation according to the difference and the running time of the curve segment when the difference is greater than 0, and obtain the ATO second recommended running speed of the curve segment according to the time that should be increased for each curve segment; The optimization strategy module is used to determine whether the ATO second recommended operating speed has dropped to the operating speed when the balanced acceleration is 0. If so, it is the optimal operating strategy and runs according to the optimal operating strategy; if not, it is dropped to the unbalanced acceleration between 0 and 0.4m / s 2 The running speed between the two can reduce track wear and improve passenger comfort; In the maximum speed recommendation module, when the train is limited in the curve section, it is restricted by the line conditions and cannot reach the maximum running speed of the line. The train takes the unbalanced acceleration of 0.4m / s when running in the curve section. 2 The running speed at that time is calculated, and the fastest recommended speed curve of the train in the curve section is calculated. The fastest recommended speed includes the ATO first recommended running speed and the ATP protection speed. The first recommended operating speed of ATO is: ATP protection speed is: Where h is the superelevation value, R is the curve radius, V ATO1 The first recommended operating speed for ATO, V ATP Speed ​​for ATP protection.

6. The ATO vehicle control system based on track superelevation design according to claim 5 is characterized in that: In the train early module, the time that each curve segment should increase during the running process is obtained according to the difference and the running time of the curve segment interval, and the formula is: Among them, t di is the running time of the train in the i-th curve, △t is the difference between the running time set by the train self-monitoring system ATS and the running time of the fastest running process, △t i It is the time length that the i-th curve should increase during the operation.

7. The ATO vehicle control system based on track superelevation design according to claim 5 is characterized in that: The running speed when the equilibrium acceleration is 0 is: Among them, V ATO0 It is the running speed when the balanced acceleration is 0, h is the superelevation value, and R is the curve radius.

8. The ATO vehicle control system based on track superelevation design according to claim 7 is characterized in that: In the optimization strategy module, if not, the unbalanced acceleration is reduced to 0 to 0.4 m / s 2 The system can reduce track wear and improve passenger comfort, including: If V ATO0 <V ATO2 <V ato1 ,in, h is the superelevation value, R is the curve radius, the track is still in a state of insufficient superelevation, but it is not balanced. The acceleration is between 0 and 0.4 m / s 2 In the meantime, wear on the tracks is reduced and passenger comfort is improved.

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