Simulation test system and method for train automatic driving device

Abstract

The application provides a simulation test system and method of a train automatic driving device, in the simulation test system, a train operation monitoring device is used to provide front line information, signal lamp state and ATP protection curve; a train operation simulation device is used to build a train operation simulation model and simulate actual train operation to obtain train operation parameters; a driver control console device is used to provide driver key signal state, main circuit breaker on-off state, air brake system state and traction / brake handle state, receive and send operation state information to the train operation simulation device, and send the train operation parameters to the automatic driving device; a display device is used to display automatic driving state or manual driving state, and generate a driver takeover prompt according to an abnormal signal when the automatic driving is abnormal. The application can meet the demand of testing the locomotive automatic driving system before being put into use, and further obtain the safety, punctuality and / or energy saving effect of the automatic driving device through simulation test.

Description

Technical Field

[0001] The present invention relates to the technical field of automatic train driving, and in particular to a simulation test system and method for an automatic train driving device. Background Art

[0002] Automatic Train Operation (ATO) is a train automatic control system that realizes functions such as automatic train driving, precise parking, automated platform operation, unmanned return, and automatic train operation adjustment.

[0003] Related technologies provide solutions for combined train / locomotive operation control simulation, or energy measurement solutions for rail transit locomotives operating in different sections, but there are no solutions for testing and simulating locomotive automatic driving modules, which cannot meet the needs of locomotive automatic driving system testing. Summary of the Invention

[0004] The present invention provides a simulation test system and method for a train automatic driving device, which can meet the demand for testing the locomotive automatic driving system before it is put into use, and then obtain the safety, punctuality and / or energy-saving effect of the automatic driving device through simulation testing, thereby ensuring the safety and reliability of the locomotive automatic driving system put into use.

[0005] In a first aspect, an embodiment of the present invention provides a simulation test system for a train automatic driving device. The automatic driving device runs an automatic driving algorithm and is configured to provide a planned operating curve ahead in an automatic driving state, transmit train operating status information based on the signal light status of the line ahead, an ATP protection curve, and train operating parameters, control a train operation simulation device to simulate actual train operation, and transmit an abnormality signal when an automatic driving abnormality occurs. The simulation test system includes: a train operation monitoring device, a train operation simulation device, a driver's console device, and a display device.

[0006] The train operation monitoring device is used to provide the automatic driving device and the display device with information about the line ahead, the status of the signal lights on the line ahead, and the ATP protection curve;

[0007] The train operation simulation device is used to build a train operation simulation model and simulate the actual operation of the train, obtain train operation parameters and send them to the driver console device and the display device;

[0008] The driver's console device is used to provide the driver's key signal status, the open and close status of the main circuit breaker, the status of the air brake system and the traction / brake handle status, receive and send the operating status information to the train operation simulation device, and send the train operation parameters to the automatic driving device;

[0009] The display device is used to display the automatic driving state or the manual driving state, and generates a driver takeover prompt based on the abnormal signal when the automatic driving is abnormal.

[0010] In some implementations, the display device is further used to send a signal to the automatic driving device to enter or exit automatic driving, so that the automatic driving device enters or exits the automatic driving state; the automatic driving device is also used to send a signal to the driver console device to enter or exit automatic driving.

[0011] In some implementations, the train operation status information includes the gear position, train operation condition and / or train pipe target decompression; the train operation parameters include at least one of the actual traction force / electric braking force, the maximum traction force / electric braking force that can be exerted, the current air brake system status, the train pipe pressure, the actual position of the train, the actual operating speed of the train and the actual operating acceleration of the train.

[0012] In some implementations, the train operation simulation device is also used to send the actual position of the train and the actual running speed of the train to the train operation monitoring device, so that the train operation monitoring device obtains the forward line information based on the actual position of the train and the actual running speed of the train.

[0013] In some implementations, the driver console device is further configured to send a train start signal and the train operation parameters to the automatic driving device.

[0014] In some implementations, the train operation simulation model includes at least one of the following models:

[0015] Locomotive traction / electric brake simulation model, wheel-rail relationship model, anti-spin function model, sand spreading simulation model, air brake simulation function model, resistance model, phase separation model, train kinematics model, train position error simulation model, train speed error simulation model, simulation data storage and display model.

[0016] In some implementations, the locomotive traction / electric braking simulation model is used to calculate the actual traction torque / electric braking torque generated by the motor under the applied traction torque or electric braking torque; the wheel-rail relationship model is used to build a train wheel-rail relationship model and calculate the actual traction force / electric braking force exerted by the train based on the actual traction torque / electric braking torque generated by the motor; the anti-idling function model is used to reduce the traction force / braking force so that the adhesion working point is transferred to the adhesion stability zone when the locomotive's preset adhesion control algorithm detects idling or sliding using speed difference; the sand-spreading simulation model is used to simulate the change in the train's adhesion characteristics when the train receives a sand-spreading signal; the air brake simulation function model is used to simulate the mechanical braking force generated by the friction between the brake shoe and the wheelset tread or brake disc; the resistance model is used to simulate the train running resistance, and the train running resistance includes basic resistance and additional resistance. The basic resistance includes the resistance generated by mechanical friction or air friction, and the additional resistance The force includes the additional resistance generated when the train passes through a specific line, and the additional resistance includes the additional resistance on the slope, the additional resistance on the curve and the additional resistance in the tunnel; the phase model is used to provide a phase zone warning signal before the train passes the phase; the train kinematic model is used to determine the unit resultant force on the train with the train running direction as the positive direction of the force analysis, and determine the motion state of the train based on the resultant force; the train position error simulation model is used to simulate the cumulative error caused by the wheel diameter error and the random error caused by the line infrastructure; the train speed error simulation model is used to simulate the speed error generated by the speed sensor using a random function; the simulation data storage and display model is used to store and display at least one of the following information: the actual running speed of the train, the applied traction torque or electric braking torque, the actual traction force / electric braking force exerted by the train, the train running energy consumption, the train running condition, the unit resultant force on the train, the air brake decompression, the total running mileage, the total running time and the total running energy consumption of the train at the end of the simulation.

[0017] In a second aspect, an embodiment of the present invention provides a simulation test method for an automatic train driving device, which is implemented based on the simulation test system described in the first aspect. The simulation test method includes:

[0018] Setting a train operation route by means of the train operation monitoring device;

[0019] Sending a train start signal to the automatic driving device through the driver's console device to switch the train operation mode to the automatic driving mode, simulating the process of the train running from the starting station to the terminal station;

[0020] When simulating a train running from the starting station to the terminal station:

[0021] The train operation monitoring device provides information on the line ahead, the status of the signal lights on the line ahead, and an ATP protection curve based on the status of the signal lights;

[0022] The automatic driving device sends train operation status information according to the signal light status of the line ahead, the ATP protection curve and the train operation parameters, and controls the train operation simulation device to simulate the actual operation of the train;

[0023] The train operation simulation device obtains train operation parameters during the actual operation of the simulated train and sends them to the driver's console device and the display device;

[0024] The driver console device receives the operation status information from the automatic driving device and sends it to the train operation simulation device, and sends the train operation parameters to the automatic driving device;

[0025] The automatic driving device sends an abnormal signal when the automatic driving is abnormal, and the display device generates a driver takeover prompt based on the abnormal signal.

[0026] In some implementations, the train operation simulation device provides actual traction torque / electric braking torque simulation during the simulation of actual train operation, calculates the actual traction force / electric braking force exerted by the train based on the train wheel-rail relationship model, unloads the traction force / electric braking force when the train is idling, increases the train adhesion coefficient to the adhesion coefficient in a dry state when a sand-spreading signal is received, calculates the mechanical braking force of the train based on the traction / brake handle status, calculates the train operation resistance in real time based on the actual train operation speed and the line information ahead, provides a phase separation zone warning signal to the automatic driving device before the train passes the phase separation, and is in a power-off state when the train runs in the phase separation zone. The actual train operation speed and the actual train acceleration are calculated based on the unit resultant force obtained from the train force analysis.

[0027] In some implementations, the simulation testing method is used to perform at least one of a safety test, a punctuality test, and an energy-saving test of an autonomous driving algorithm.

[0028] Beneficial effects:

[0029] The present invention realizes a complete set of railway train automatic driving simulation test solutions through the linkage interaction between the train operation monitoring device and the automatic driving device, display device, and train operation simulation device. The various functions provided by the train operation monitoring device, display device, and train operation simulation device can match the complex test scenarios of the automatic driving device, effectively test the safety, punctuality and / or energy saving effect of the automatic driving device, and ensure the safety and reliability of the automatic driving device put into use. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope.

[0031] Figure 1 This is a block diagram of a simulation test system for an automatic train driving device provided by an embodiment of the present invention;

[0032] Figure 2 This is an example of the data flow inside the train operation simulation device provided by an embodiment of the present invention;

[0033] Figure 3 This is an example of a virtual speed calculation process provided by an embodiment of the present invention;

[0034] Figure 4 This is an example of the change of the virtual speed of the train when the integrated speed ramp changes according to the embodiment of the present invention;

[0035] Figure 5 It is a virtual speed difference unloading coefficient curve provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0036] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present invention.

[0037] Example 1

[0038] This embodiment provides a simulation test system for a train automatic driving system. The automatic driving system runs an automatic driving algorithm and is configured to provide a planned operating curve ahead in the automatic driving state. Based on the signal light status of the line ahead, the ATP protection curve, and train operating parameters, the system transmits train operating status information, controls the train operation simulation system to simulate actual train operation, and transmits an abnormality signal when an automatic driving anomaly occurs. The train operating status information includes the level, train operating conditions, and / or target decompression of the train management system. This embodiment provides a system for simulation testing of railway train automatic driving systems. This system simulates and tests the automatic driving algorithm configured in the automatic driving system. This system can be used to test the safety, punctuality, and / or energy efficiency of the automatic driving system before it is put into operation, ensuring the safety and reliability of the automatic driving system in operation. It also addresses the linkage between automatic driving system testing and the simulation system (train operation simulation system) and the signal system (train operation monitoring system). Using the signal system as a test system, the color of the signal lights on the line ahead can be switched at any time to test whether the automatic driving algorithm meets the ATP (Automatic Train Protection) protection requirements under different signal light combinations. The system of this embodiment can also be used to simulate whether the automatic driving device meets safety requirements under special working conditions such as automatic driving entry and exit, shunting, and train power loss, and can meet complex test scenarios.

[0039] It should be understood that the autonomous driving device herein can be an independent hardware device, such as a computer, on which the autonomous driving algorithm runs; or it can be an autonomous driving algorithm module encapsulated in the autonomous driving algorithm, which can run on a computer. This embodiment does not limit the specific implementation form of the autonomous driving device.

[0040] like Figure 1As shown, the simulation test system of this embodiment includes: a train operation monitoring device, a train operation simulation device, a driver console device and a display device. It should be understood that the train operation simulation device and the driver console device here can be independent hardware devices, such as computers, with a train operation simulation algorithm running on the train operation simulation device and a driver console simulation algorithm running on the driver console device; they can also be a train operation simulation algorithm module encapsulated by the train operation simulation algorithm and a driver console simulation algorithm module encapsulated by the driver console simulation algorithm. In the case where the train operation simulation device and the driver console device refer to the train operation simulation algorithm module encapsulated by the train operation simulation algorithm and the driver console simulation algorithm module encapsulated by the driver console simulation algorithm, the train operation simulation algorithm module and the driver console simulation algorithm module can run on the same computer as the aforementioned automatic driving algorithm module, or the three can run on the same computer separately or some of the three can run on the same computer. This embodiment does not limit the specific implementation form of the three.

[0041] in:

[0042] The train operation monitoring device (LKJ) is used to provide the automatic driving device and display device with the information of the line ahead, the signal light status of the line ahead, and the ATP protection curve;

[0043] The train operation simulation device is used to build a train operation simulation model and simulate actual train operation, obtain train operation parameters, and transmit them to the driver's console and display device. The train operation parameters include at least one of the actual traction force / electric braking force, the maximum traction force / electric braking force that can be exerted, the current air brake system status, the train pipe pressure, the actual train position, the actual train speed, and the actual train acceleration. The air brake system status includes the status of the main brake and the small brake.

[0044] The driver's console device is used to provide the driver with key signal status, main circuit breaker open / close status, air brake system status, and traction / brake handle status, receive and send operation status information to the train operation simulation device, and send train operation parameters to the automatic driving device;

[0045] The display device is used to display the automatic driving status or manual driving status, and generate a driver takeover prompt based on the abnormal signal when the automatic driving is abnormal.

[0046] The system of this embodiment realizes a complete set of railway train automatic driving simulation test solutions through the linkage interaction between the train operation monitoring device and the automatic driving device, display device, and train operation simulation device. The various functions provided by the train operation monitoring device, display device, and train operation simulation device can match the complex test scenarios of the automatic driving device, effectively test the safety, punctuality and / or energy saving effect of the automatic driving device, and ensure the safety and reliability of the automatic driving device put into use.

[0047] The automatic driving device is the test object of the entire railway train automatic driving simulation test system. It plans the planned operating curve at a certain distance ahead of the train. According to the line information ahead, the actual operating speed of the train, the ATP protection curve, the actual traction of the train, the maximum traction that can be exerted, and the current status of the air brake system, it calculates and sends the current train level, train operating conditions, and train control target decompression status to control the operation of the train.

[0048] The train operation monitoring device provides a simulation test system for signal-related functions, including the status of the signal lights on the preceding line, entrance and exit signal simulations, and an ATP protection curve (generated based on the preceding signal light status and the entrance and exit signal simulations). When the ATP protection curve is triggered during train operation, the train operation monitoring device issues an emergency braking command, triggering the train's emergency braking. During operation, the train operation monitoring device also transmits the ATP protection curve, preceding line information, and preceding signal lights to the automatic driving system and display device, which displays this information.

[0049] Furthermore, the display device is also used to send a signal to enter or exit automatic driving to the automatic driving device, so that the automatic driving device enters or exits the automatic driving state; the automatic driving device is also used to send a signal to enter or exit automatic driving to the driver's console device.

[0050] In this embodiment, a display device sends a signal to the automatic driving device to enter or exit the automatic driving state, and the automatic driving device is also used to send a signal to enter or exit the automatic driving to the driver console device. In this way, entering or exiting the automatic driving can be simulated, which can meet the testing requirements under the automatic driving entry and exit scenarios.

[0051] The above-mentioned display device can also display train operation parameters and operation status information.

[0052] Furthermore, the train operation simulation device is also used to send the actual position of the train and the actual running speed of the train to the train operation monitoring device, so that the train operation monitoring device obtains the forward line information based on the actual position of the train and the actual running speed of the train.

[0053] In this embodiment, during the process of simulating the actual operation of the train by using the train operation simulation model built by the train operation simulation device, the obtained actual position of the train and the actual operating speed of the train are sent to the train operation monitoring device to provide the train monitoring device with a basis for obtaining the line information ahead, which is then provided by the train monitoring device to the automatic driving device and the display device. While providing the line information ahead, the train monitoring device also provides the automatic driving device with the corresponding signal light status and ATP protection curve of the line ahead. The automatic driving device sends the train level, train operating conditions and / or train control target pressure reduction amount based on the line information ahead, the signal light status of the line ahead and the ATP protection curve, controls the train operation simulation device to simulate the actual operation of the train, and sends an abnormal signal when the automatic driving is abnormal. The display device generates a driver takeover prompt based on the abnormal signal, thereby exiting the automatic driving, and the driver's console device simulates and controls the train operation, providing the driver's key signal status, the open and closed status of the main circuit breaker, the status of the air brake system, and the traction / brake handle status, etc.

[0054] In some cases, the driver's console is also used to send a train start signal and train operating parameters to the automatic driving system. By sending the train start signal, the system simulates the train start operation. In the automatic driving mode, the driver's console sends the train operating parameters received from the train operation simulation system to the automatic driving system to generate train operating status information. The driver's console then sends this information to the train operation simulation system to continue simulating train operation.

[0055] The train operation simulation device builds a train kinematic model and other related simulation models based on the traction direction force conditions during the train operation. For example, a traction calculation model is established according to the "Traction Calculation Regulations", and then a locomotive and vehicle model and a model simulating the external operating environment of the train are built. In an example, the data flow inside the train operation simulation device is as follows: Figure 2 shown.

[0056] In some implementations, the train operation simulation model constructed by the train operation simulation device includes at least one of the following models:

[0057] Locomotive traction / electric brake simulation model, wheel-rail relationship model, anti-spin function model, sand spreading simulation model, air brake simulation function model, resistance model, phase separation model, train kinematics model, train position error simulation model, train speed error simulation model, simulation data storage and display model.

[0058] The locomotive traction / electric braking simulation model is used to calculate the actual traction torque / electric braking torque generated by the motor under the applied traction torque or electric braking torque, and the applied traction torque or electric braking torque is determined according to the gear position.

[0059] In some implementations, when calculating the actual traction torque / electric braking torque generated by the motor under the requested traction torque / electric braking torque, three factors may be considered: the motor traction / braking characteristic envelope, the maximum impact rate, and the communication delay.

[0060] (1) Consider the motor traction / braking characteristic envelope: If the applied traction torque / electric braking torque exceeds (is less than or greater than) the motor traction / electric braking characteristic envelope, the actual traction torque / electric braking torque shall be the value on the motor traction / electric braking envelope.

[0061] (2) Considering the maximum impact rate: Based on the maximum impact rate and the force analysis of the train, the range of the traction torque / electric braking torque at the next simulation step can be calculated. The calculated formulas are shown in (1) to (3) below. The actual traction torque / electric braking torque cannot exceed this range.

[0062]

[0063] F=Ma1+Fd (2)

[0064]

[0065] Where a1 represents the train acceleration of the current simulation step, a0 represents the train acceleration of the previous simulation step, △t represents the simulation step, jerk represents the impact rate limit value, i.e., the maximum impact rate, F represents the train traction force / electric braking force, M represents the total weight of the train, Fd represents the train resistance, R represents the wheel diameter, Rg represents the transmission ratio, N represents the number of motors in the vehicle, and T represents the traction torque / electric braking torque.

[0066] (3) Considering the communication delay time: Establishing a data receiving sequence, considering the communication delay time of several cycles, so that the locomotive traction / electric braking simulation is closer to the real situation with communication delay.

[0067] The above wheel-rail relationship model is used to build a train wheel-rail relationship model and calculate the actual traction force / electric braking force exerted by the train based on the actual traction torque / electric braking torque generated by the motor.

[0068] In some implementations, the train wheel-rail relationship model can be expressed by the following equations (4) to (8):

[0069] The equation of motion of the locomotive is:

[0070] Motor motion equation:

[0071] Adhesive properties:

[0072] F t =Mj *μ(V s ) (7)

[0073] (V s )=ω m *RV t (8)

[0074] Where, v t is the locomotive speed; M is the total weight of the train; J m T is the moment of inertia of the motor, wheelset and its accessories converted to the wheelset; m is the motor torque; F d (v t ) is the locomotive running resistance; R is the locomotive wheel radius; R g is the transmission ratio; ω m is the motor angular velocity; FT is the locomotive traction force, Ft is the wheelset traction force, M j is the locomotive axle weight, μ(V s ) is the creep velocity, and a, b, c, and d are the coefficients of the adhesion characteristic curve.

[0075] In a typical example the adhesion characteristic curve coefficients can be as follows:

[0076]

[0077] Road condition 1 corresponds to dry road conditions, road condition 4 corresponds to wet road conditions, and road conditions 2 and 3 are between dry and wet road conditions.

[0078] The anti-spin function model is used to reduce the traction force / braking force to shift the adhesion operating point to the adhesion stable zone when the locomotive's preset adhesion control algorithm detects spun or skidded using speed difference.

[0079] This embodiment can adopt a simple anti-idling function model. When the locomotive's adhesion utilization control algorithm detects that the locomotive is idling / slipping through the speed difference, the traction force / braking force must be immediately and quickly reduced to transfer the adhesion working point to the adhesion stable zone as soon as possible to prevent the idling / slipping from worsening.

[0080] The basic principle of virtual speed difference protection is: by calculating and comparing the difference between the locomotive virtual speed calculated by the anti-idling function model and the locomotive actual speed provided by the train operation monitoring device, and adjusting the given torque of the motor according to a certain relationship based on the difference, so that the locomotive can quickly exit from these states and restore adhesion when idling and sliding occur.

[0081] Obtaining the correct virtual speed is an important guarantee for the effectiveness of virtual speed difference protection. Figure 3 An example of a process for calculating the virtual speed of a locomotive is shown, where the locomotive integrated speed v cTake the motor speed of a certain axis, and use a low-pass filter for speed filtering. The function expression of the low-pass filter is as follows:

[0082]

[0083] Where F(s) represents the filter function, and the parameter τ should be greater than the time constant of the locomotive transmission system, which can be adjusted in combination with on-site debugging. Figure 4 It shows that when the locomotive integrated speed v c The corresponding locomotive virtual speed v when the slope changes v process of change.

[0084] When the locomotive virtual speed is obtained, the virtual speed difference can be calculated:

[0085] Δv = locomotive wheel speed - locomotive virtual speed

[0086] After determining the virtual speed difference Δv, press Figure 5 The virtual speed difference unloading coefficient k is calculated, where k=1 corresponds to a situation where no idling occurs, and the others correspond to situations where idling or sliding occurs.

[0087]

[0088] Where Δv0 and Δv1 represent the set virtual speed lower limit and upper limit respectively.

[0089] The motor given torque adjustment algorithm is:

[0090] The current motor given torque = the motor given torque in the previous simulation cycle × k.

[0091] The sand spreading simulation model is used to simulate the change in the train's adhesion characteristics when the train receives a sand spreading signal. In some cases, after receiving the sand spreading signal, the train's adhesion coefficient is increased to the adhesion coefficient in a dry state.

[0092] The above-mentioned air brake simulation function model is used to simulate the mechanical braking force generated by the friction between the brake shoe and the wheelset tread or the brake disc.

[0093] In conventional traction calculations, the train's emergency braking force is calculated according to formula (11):

[0094]

[0095] Where, represents the converted friction coefficient, B represents the emergency braking force, P represents the locomotive weight, G represents the train weight, g represents the acceleration of gravity, θ h Indicates the converted braking rate of the train, which is related to the material of the brake shoe.

[0096] When the train is in emergency braking, the unit braking force is calculated according to formula (12):

[0097]

[0098] Where b represents the unit braking force.

[0099] When the train is in normal braking mode, the unit braking force is calculated according to formula (13):

[0100] b c =β c ·b (N / kN) (13)

[0101] Where b c represents the unit braking force, β c Indicates the commonly used braking coefficient, and its value is related to the decompression of the air brake.

[0102] In the calculation of brake run-off time, since air braking doesn't occur immediately upon application, the transmission of air waves through the train pipe requires a certain amount of time. Therefore, the rise in vehicle brake cylinder pressure (or brake shoe pressure) manifests as a gradual process. To simplify the calculation, the period from the application of the air brake to the hypothetical instant when the train's brake shoe pressure suddenly rises to its maximum value corresponding to the target decompression amount in the train pipe, while ensuring a constant braking distance, is defined as the brake run-off time. The length of this run-off time is related to the train's exhaust time during air braking, and its calculation can be determined through specialized testing and theoretical analysis.

[0103] When the train brakes suddenly, the idling time can be calculated according to formula (14):

[0104] t k =(1.6+0.065n)(1-0.028i j ) (s) (14)

[0105] When a freight train is braked normally, the idling time is calculated according to formula (15):

[0106] t k =(1.6+0.017r·n)(1-0.032i j ) (s) (15)

[0107] Where, t k represents the idling time; r represents the train pipe pressure reduction, kPa; n represents the number of traction vehicles; i j Indicates the added slope of the braking section in thousandths.

[0108] The distance traveled by the train during the idling time is the braking idling distance, which is generally calculated based on the initial braking speed and uniform speed. k It can be calculated using formula (16):

[0109]

[0110] Where v0 represents the initial braking speed, km / h.

[0111] Braking effective distance S e It can be calculated using formula (17):

[0112]

[0113] Where v1 and v2 represent the initial and final velocities of the speed interval within the calculation step, respectively, in km / h; w0 represents the unit basic resistance of the train, in N / kN.

[0114] The braking distance of the train is the sum of the braking free distance and the braking effective distance, as shown in formula (18):

[0115] S z =S k +S e (18)

[0116] The above resistance model is used to simulate the train running resistance, which includes basic resistance and additional resistance. The basic resistance includes the resistance caused by mechanical friction or air friction. The additional resistance includes the additional resistance generated when the train passes through a specific line. The additional resistance includes slope additional resistance, curve additional resistance and tunnel additional resistance.

[0117] (a) Basic resistance

[0118] The basic resistance comes from mechanical friction, air friction, etc., and is related to the inherent characteristics of the locomotive and vehicle. It can be calculated using an empirical formula obtained from a large number of tests, as shown in formula (19).

[0119] w′0=a+bv+cv 2 (N / kN) (19)

[0120] Where v is the train speed, km / h; a, b, c are empirical constants related to the locomotive and vehicle models.

[0121] The unit basic resistance of the train, w0, is the mass-weighted average of the unit basic resistances of the locomotive and the vehicle, and can be calculated using Equation (20). When the train formation is long (e.g., more than two cars), only the vehicle basic resistance can be calculated.

[0122]

[0123] Where w′0 represents the basic unit resistance of the locomotive, in N / kN; w″0 represents the basic unit resistance of the vehicle, in N / kN.

[0124] (b) Additional resistance

[0125] Additional resistance is the extra resistance generated when a train passes through specific line conditions such as slopes, curves, and tunnels. Based on the line conditions in which it is generated, it can be divided into three types: slope additional resistance, curve additional resistance, and tunnel additional resistance.

[0126] Unit slope additional resistance w i It is numerically equal to the slope of the slope in thousandths i, which can be calculated according to formula (21):

[0127] w i =i (N / kN) (21)

[0128] Among them, positive values ​​are used for uphill roads and negative values ​​are used for downhill roads.

[0129] Unit curve additional resistance w r It can be calculated according to formula (22):

[0130]

[0131] Where R represents the curve radius, m.

[0132] Unit tunnel additional resistance w s It can be calculated according to formula (23):

[0133] w s =0.00013L s (N / kN) (23)

[0134] Where, L s Indicates the tunnel length, m.

[0135] In the traction calculation, the unit slope resistance w is added i , additional resistance w for unit curve r , and unit tunnel additional resistance w s Combined into a unit to add additional resistance w j , w j Numerically equal to the addition of the slope in thousandths i j , as shown in formula (24):

[0136] w j =i j =w i +w r +w s =i+w r +w s (N / kN) (24)

[0137] The unit running resistance w of the train is the sum of the unit basic resistance of the train and the unit additional resistance caused by the line conditions, as shown in formula (25).

[0138] w=w0+w j (N / kN) (25)

[0139] When a train with a longer train set runs on a line, it may cover multiple slopes and curves. In this case, the use of the traditional single-particle model for calculation will produce large errors. In order to more accurately calculate the additional resistance of the train, the train length should be considered in the traction calculation. In some examples, the "homogeneous rod" model can be used, assuming that the mass of all locomotives or vehicles is evenly distributed according to their own length, that is, the locomotive or vehicle per unit length has the same mass. For each simulation calculation step, the unit slope additional resistance, unit curve additional resistance and unit tunnel additional resistance are weighted and summed according to the length of the section covered by the locomotive or vehicle length, and converted into the unit added additional resistance of each locomotive or vehicle. The unit added additional resistance w of the kth locomotive or vehicle is j k The calculation formula is shown in formula (26).

[0140]

[0141] Where, L k — length of locomotive or vehicle, m;

[0142] i p —The slope of the p-th slope in thousandths;

[0143] l p —The length of the pth ramp, m;

[0144] l q —The length of the qth curve, m;

[0145] R q —The radius of the qth curve, m;

[0146] l r —The length of the rth tunnel, m;

[0147] n1—the number of ramps;

[0148] n2—number of locations;

[0149] n3—The number of the tunnel.

[0150] The unit added resistance of the entire train is obtained by weighted average of the masses of all locomotives and vehicles in the train formation, as shown in formula (27).

[0151]

[0152] Where m k— Section k. Mass of the vehicle or locomotive;

[0153] N—total number of locomotives and vehicles;

[0154] x—the position of the train on the line.

[0155] The above phase split model is used to provide a phase split zone warning signal before the train passes through the phase split zone. When the train runs in the phase split zone, the train is in a power-off state.

[0156] The above train kinematic model is used to determine the unit resultant force on the train with the train running direction as the positive direction of force analysis, and to determine the motion state of the train based on the resultant force.

[0157] The train's motion state depends on the net force acting on it, which is a function of the train's current operating condition, current speed, and train position. Taking the train's running direction as the positive direction for force analysis, the unit net force acting on the train is given by Equation (28).

[0158] c(v,x,N t ,N b ,β c )=f trac (v,N t )-b brk (v,N b ,β c )-w0(v)-g(x) (28)

[0159] Where, f trac —Unit traction force of the train, N / kN;

[0160] b brk —Unit braking force of the train, N / kN;

[0161] w0—unit basic resistance of train, N / kN;

[0162] g(x)—train unit additional resistance, N / kN;

[0163] N t —Locomotive traction handle position;

[0164] N b —Locomotive electric brake handle position;

[0165] β c —Common braking coefficient.

[0166] According to Newton's second law, the train motion equation can be described as

[0167]

[0168]

[0169] Where ξ is the acceleration coefficient, ξ = 0.0981 / (1 + α), α is the rotational mass coefficient, which is 0.06, c is the resultant force, and v is the virtual velocity.

[0170] The train position error simulation model simulates the cumulative error due to wheel diameter error and the random error due to track infrastructure. The cumulative error due to wheel diameter error is calculated using the following formula: ΔS = ΔR × N, where ΔS represents the cumulative position error, ΔR represents the wheel diameter error, and N represents the number of wheel revolutions. Random error is simulated using a normal distribution function. The error is reset to zero when passing a signal.

[0171] The above train speed error simulation model is used to simulate the speed error generated by the speed sensor using a random function.

[0172] The simulation data storage and display model is used to store and display at least one of the following information: the train's actual operating speed, the requested traction torque or electric braking torque, the train's actual traction force / electric braking force, the train's operating energy consumption, the train's operating conditions, the train's unit net force, the amount of air brake decompression, and the train's total mileage, total operating time, and total operating energy consumption at the end of the simulation. The actual train operating speed, the requested traction torque or electric braking torque, the train's actual traction force / electric braking force, the train's operating energy consumption, the train's operating conditions, the train's unit net force, and the amount of air brake decompression are displayed in the form of a curve.

[0173] This embodiment provides a simulation test solution for autonomous driving of railway locomotives, capable of testing the safety, punctuality, and energy efficiency of autonomous driving algorithms. Using the signal system as a companion test system, the color of signal lights can be switched at any time to test whether the autonomous driving algorithm meets ATP protection requirements under different signal light combinations. It can also simulate special operating conditions such as autonomous driving entry and exit, shunting, and train power loss to ensure that the autonomous driving system meets safety requirements.

[0174] Example 2

[0175] This embodiment provides a simulation test method for an automatic train driving device, which is implemented based on the simulation test system of the first embodiment. The simulation test method of this embodiment includes:

[0176] Setting the train operation route through the train operation monitoring device;

[0177] The driver's console sends a train start signal to the automatic driving device, switching the train operation mode to the automatic driving mode, simulating the process of the train running from the starting station to the terminal station;

[0178] When simulating a train running from the starting station to the terminal station:

[0179] The train operation monitoring device provides information on the line ahead, the status of the signal lights on the line ahead, and the ATP protection curve determined based on the status of the signal lights;

[0180] The automatic driving device sends train operation status information based on the signal light status of the line ahead, the ATP protection curve and the train operation parameters, and controls the train operation simulation device to simulate the actual operation of the train;

[0181] The train operation simulation device obtains train operation parameters during the actual operation of the simulated train and sends them to the driver's console device and display device;

[0182] The driver console device receives the operating status information from the automatic driving device and sends it to the train operation simulation device, and sends the train operation parameters to the automatic driving device;

[0183] The automatic driving device sends an abnormal signal when the automatic driving is abnormal, and the display device generates a driver takeover prompt based on the abnormal signal.

[0184] Furthermore, the train operation simulation device provides actual traction torque / electric braking torque simulation during the simulation of the actual operation of the train, calculates the actual traction force / electric braking force exerted by the train based on the train wheel-rail relationship model, and unloads the traction force / electric braking force when the train is idling; when receiving the sand-spreading signal, the train adhesion coefficient is increased to the adhesion coefficient in the dry state to make the train's traction and braking performance better; the train's mechanical braking force is calculated according to the state of the traction / brake handle; the train's running resistance is calculated in real time according to the actual running speed of the train and the line information ahead; a phase separation zone warning signal is provided to the automatic driving device before the train passes the phase separation, and the train is in a power-off state when the train runs in the phase separation zone; the actual running speed of the train and the actual acceleration of the train are calculated based on the unit resultant force obtained from the train force analysis.

[0185] In practical applications, the method of this embodiment can be used to perform at least one of the safety test, punctuality test, and energy-saving test of the autonomous driving algorithm.

[0186] Safety testing of the autonomous driving algorithm: The train operation monitoring device simulates actual traffic signal changes. When these signal changes cause the ATP protection curve to change, the autonomous driving system automatically adjusts the train's position and air brake commands to control the train's state. The train operation simulator mobilizes its sub-models, such as the locomotive traction / electric brake simulation model and the wheel-rail relationship model, to output train acceleration and speed information. This ensures that the train's speed curve does not trigger the ATP protection curve, ensuring safe operation. Furthermore, a section of track can be selected to simulate a brake test to test air brake performance. The driver's console controls the engagement and exit of the autonomous driving system to test whether the train meets safe operation requirements. The train operation simulator's train formation is modified to shunting mode or train power loss mode to test the autonomous driving system's safety requirements under special circumstances. The train position error simulation model simulates the accumulated error caused by wheel diameter error. When the train passes the signal, the position is corrected and the error is reset. In the event of a train position error, the line information received by the autonomous driving system deviates from the actual train position information. This tests whether the autonomous driving algorithm still meets safety requirements under these conditions.

[0187] Testing the punctuality of the autonomous driving algorithm: The train operation monitoring device selects a specific line and simulates actual station stops and phase shifts. The train operation module simulates the actual train's traction and air brake systems responding to the autonomous driving device's driving commands. The train runs from the starting station to the terminal station, verifying that the overall line operation time and the inter-station operation time meet punctuality requirements.

[0188] Testing the energy efficiency of autonomous driving algorithms: Referring to the aforementioned method, compare the energy consumption of manual driving and autonomous driving to test whether the autonomous driving algorithm meets the energy-saving requirements. This will not be repeated here.

[0189] In the several embodiments provided in the embodiments of the present invention, it should be understood that the disclosed apparatus and method can also be implemented in other ways. The apparatus and method embodiments described above are merely illustrative.

[0190] It should be noted that, in this document, the terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. The terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also includes other elements that are not explicitly listed, or also includes elements that are inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a..." does not exclude the presence of other identical elements in the process, method, article or device that includes the element.

[0191] Although the embodiments disclosed herein are as described above, the contents described herein are merely embodiments for facilitating understanding of the present invention and are not intended to limit the present invention. Any person skilled in the art may make any modifications and variations in the form and details of the embodiments without departing from the spirit and scope of the present invention. However, the scope of patent protection of the present invention shall remain subject to the scope defined by the appended claims.

Claims

1. A simulation test system for an automatic train driving device, characterized in that: The automatic driving device runs an automatic driving algorithm for providing a planned running curve ahead in the automatic driving state, sending train running status information based on the signal light status of the line ahead, the ATP protection curve and the train running parameters, controlling the train running simulation device to simulate the actual running of the train, and sending an abnormal signal when the automatic driving is abnormal; The simulation test system includes: a train operation monitoring device, a train operation simulation device, a driver's console device and a display device; The train operation monitoring device is used to provide the automatic driving device and the display device with information about the line ahead, the status of the signal lights on the line ahead, and the ATP protection curve; The train operation simulation device is used to build a train operation simulation model and simulate the actual operation of the train, obtain train operation parameters and send them to the driver console device and the display device; The driver's console device is used to provide the driver's key signal status, the open and close status of the main circuit breaker, the status of the air brake system and the traction / brake handle status, receive and send the operating status information to the train operation simulation device, and send the train operation parameters to the automatic driving device; The display device is used to display the automatic driving state or the manual driving state, and generates a driver takeover prompt based on the abnormal signal when the automatic driving is abnormal.

2. The simulation test system for the automatic train driving device according to claim 1, characterized in that: The display device is also used to send a signal to the automatic driving device to enter or exit the automatic driving state, so that the automatic driving device enters or exits the automatic driving state; the automatic driving device is also used to send a signal to the driver console device to enter or exit the automatic driving state.

3. The simulation test system for the automatic train driving device according to claim 1, characterized in that: The train operation status information includes the level, train operation condition and / or train control target pressure reduction; The train operation parameters include at least one of the actual traction force / electric braking force, the maximum traction force / electric braking force that can be exerted, the current air brake system status, the train pipe pressure, the actual position of the train, the actual operating speed of the train and the actual operating acceleration of the train.

4. The simulation test system for the automatic train driving device according to claim 3, characterized in that: The train operation simulation device is also used to send the actual position of the train and the actual running speed of the train to the train operation monitoring device, so that the train operation monitoring device obtains the forward line information based on the actual position of the train and the actual running speed of the train.

5. The simulation test system for the automatic train driving device according to claim 1, characterized in that: The driver control console device is also used to send the train start signal and the train operation parameters to the automatic driving device.

6. The simulation test system for the automatic train driving device according to claim 1, characterized in that: The train operation simulation model includes at least one of the following models: Locomotive traction / electric brake simulation model, wheel-rail relationship model, anti-spin function model, sand spreading simulation model, air brake simulation function model, resistance model, phase separation model, train kinematics model, train position error simulation model, train speed error simulation model, simulation data storage and display model.

7. The simulation test system for the automatic train driving device according to claim 6, characterized in that: The locomotive traction / electric braking simulation model is used to calculate the actual traction torque / electric braking torque generated by the motor under the applied traction torque or electric braking torque; The wheel-rail relationship model is used to build a train wheel-rail relationship model and calculate the actual traction force / electric braking force exerted by the train based on the actual traction torque / electric braking torque generated by the motor; The anti-spin function model is used to reduce the traction force / braking force to transfer the adhesion working point to the adhesion stable zone when the preset adhesion control algorithm of the locomotive detects spun or skidded by using the speed difference; The sand spreading simulation model is used to simulate the change of the train adhesion characteristics when the train receives a sand spreading signal; The air brake simulation function model is used to simulate the mechanical braking force generated by the friction between the brake shoe and the wheelset tread or brake disc; The resistance model is used to simulate the train running resistance, which includes basic resistance and additional resistance. The basic resistance includes resistance caused by mechanical friction or air friction. The additional resistance includes additional resistance generated when the train passes through a specific line. The additional resistance includes slope additional resistance, curve additional resistance and tunnel additional resistance. The phase separation model is used to provide a phase separation area warning signal before the train passes the phase separation; The train kinematic model is used to determine the unit resultant force on the train with the train's running direction as the positive direction of force analysis, and to determine the train's motion state based on the resultant force; The train position error simulation model is used to simulate the cumulative error caused by wheel diameter error and the random error caused by line infrastructure; The train speed error simulation model is used to simulate the speed error generated by the speed sensor using a random function; The simulation data storage and display model is used to store and display at least one of the following information: the actual running speed of the train, the applied traction torque or electric braking torque, the actual traction force / electric braking force exerted by the train, the train running energy consumption, the train running conditions, the unit force on the train, the air brake decompression, the total running mileage, the total running time and the total running energy consumption of the train at the end of the simulation.

8. A simulation test method for an automatic train driving device, characterized in that: Implementation based on the simulation test system according to any one of claims 1 to 7, the simulation test method comprises: Setting a train operation route by means of the train operation monitoring device; Sending a train start signal to the automatic driving device through the driver's console device to switch the train operation mode to the automatic driving mode, simulating the process of the train running from the starting station to the terminal station; When simulating a train running from the starting station to the terminal station: The train operation monitoring device provides information on the line ahead, the status of the signal lights on the line ahead, and an ATP protection curve based on the status of the signal lights; The automatic driving device sends train operation status information according to the signal light status of the line ahead, the ATP protection curve and the train operation parameters, and controls the train operation simulation device to simulate the actual operation of the train; The train operation simulation device obtains train operation parameters during the actual operation of the simulated train and sends them to the driver's console device and the display device; The driver console device receives the operation status information from the automatic driving device and sends it to the train operation simulation device, and sends the train operation parameters to the automatic driving device; The automatic driving device sends an abnormal signal when the automatic driving is abnormal, and the display device generates a driver takeover prompt based on the abnormal signal.

9. The simulation test method for an automatic train driving device according to claim 8, characterized in that: The train operation simulation device provides actual traction torque / electric braking torque simulation during the simulation of actual train operation, calculates the actual traction force / electric braking force exerted by the train based on the train wheel-rail relationship model, unloads the traction force / electric braking force when the train is idling, increases the train adhesion coefficient to the adhesion coefficient in a dry state when a sand-spreading signal is received, calculates the mechanical braking force of the train based on the traction / brake handle status, calculates the train operation resistance in real time based on the actual train operation speed and the line information ahead, provides a phase separation zone warning signal to the automatic driving device before the train passes the phase separation, and is in a power-off state when the train runs in the phase separation zone. The actual train operation speed and the actual train acceleration are calculated based on the unit resultant force obtained from the train force analysis.

10. The simulation test method for an automatic train driving device according to claim 8, characterized in that: Used to perform at least one of safety testing, punctuality testing, and energy-saving testing of autonomous driving algorithms.

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