Offline gradient compensation calculation method and device and computer readable storage medium

Abstract

The invention discloses an off-line gradient compensation calculation method and device and a computer readable storage medium, and the method comprises the following steps: S1, inputting line data of a predicted driving line of a train, and obtaining track link information, gradient region information and vehicle information corresponding to the line data from a database according to the input line data; s2, gradient compensation points and corresponding actual gradient compensation values on the predicted driving route are calculated in the uplink direction and the downlink direction respectively based on the track link information, the gradient area information and the vehicle information; s3, screening the gradient compensation points, wherein the gradient compensation points reserved after screening are gradient compensation change points; s4, pre-calculating required energy of the train on the predicted driving route based on the gradient compensation change point, and calculating corresponding uphill and downhill traction force and braking data; the line slope data can be accurately processed in advance, support is provided for an automatic protection monitoring function, and safe and reliable operation of a train is further guaranteed.

Description

Technical Field

[0001] The present invention relates to the field of rail transit signal technology, and in particular to an offline slope compensation calculation method, device and computer-readable storage medium. Background Art

[0002] In terms of ensuring the safety and efficiency of urban rail transit, the communication-based train control system is the core, consisting of key modules such as automatic train protection (ATP), automatic operation (ATO), automatic monitoring (ATS), interlocking and maintenance support systems. Among them, the ATP system is particularly critical. It uses the principle of kinetic energy conversion based on the real-time speed and position of the train to ensure that the train operation strictly complies with safety restrictions. The energy management of the train requires real-time dynamic calculation, and the impact of line slope changes during operation on energy consumption must be considered.

[0003] The existing calculation of energy consumption caused by line gradient changes is performed online during train operation. This calculation method results in excessive online calculation workload, low fault tolerance, and slow system response speed. Summary of the invention

[0004] In view of this, the purpose of the present invention is to propose an offline slope compensation calculation method, device and computer-readable storage medium, which can accurately process line slope data in advance, reduce the burden of online calculation, provide data support for the monitoring function of the ATP system, and ensure that the train can run safely and efficiently under various operating conditions.

[0005] To achieve the above object, the present invention proposes an offline slope compensation calculation method for precalculating the slope compensation data of a train on an expected travel route, comprising the following steps:

[0006] S1. Inputting the line data of the train's expected travel line, and acquiring the track link information, the slope area information and the vehicle information corresponding to the line data in the database according to the input line data;

[0007] S2. Calculating the slope compensation points and the corresponding actual slope compensation values ​​on the expected travel route in the up direction and the down direction respectively based on the track link information, the slope zone information and the vehicle information;

[0008] S3, screening the slope compensation points, and screening and retaining the slope compensation points as slope compensation change points;

[0009] S4. Pre-calculate the energy required by the train on the expected travel route based on the slope compensation change point and the corresponding actual slope compensation value, and calculate the corresponding uphill and downhill traction and braking data.

[0010] Optionally, the track link information includes track block section link information, track end information, turnout information, track reversing pole information, and emergency braking guarantee rate in different scenarios such as elevated, tunnel, and rain and snow modes; the slope area information includes the direction of all slope areas on the track, the starting or ending coordinates of the slope area, the length of the slope area and turnout information, the actual slope at the starting point of the slope area, and the curve radius of the slope area; the vehicle information includes the length of the train, the mass of each train carriage, and the position distribution information.

[0011] Optionally, step S2 includes the following steps:

[0012] S21, determining the slope compensation starting point in the upward direction and the downward direction respectively and calculating the actual slope compensation value thereof;

[0013] S22. Based on a certain step length, determine the slope compensation points one by one in the upward direction and the downward direction respectively and calculate the corresponding actual slope compensation values.

[0014] Optionally, the step S21 is specifically as follows: for the upward direction and the downward direction, all track ends of the expected travel route are traversed respectively, and the starting point of the slope compensation is selected in the direction of the train travel, and the following situations are divided according to whether there is a next route at the track end:

[0015] If there is no next line at the end of the track, the position one car length away from the end of the track in the direction of the line is used as the starting point of the slope compensation;

[0016] If there is a next line at the end of the track, the position of the end of the track is used as the starting point of slope compensation.

[0017] Optionally, when there is a turnout convergence node at the end of the track, the starting point of the slope compensation is determined by comparing the distance from the convergence node to the end of the line where the turnout is inverted with the vehicle length:

[0018] When the distance between the convergence node and the end of the track in the direction of the turnout positioning, and the distance between the convergence node and the end of the track in the reverse direction of the turnout are both less than the vehicle length, the position one vehicle length away from the end of the track in the direction of the turnout positioning is defined as the first position, and the position one vehicle length away from the end of the track in the reverse direction of the turnout is defined as the second position, and the one of the first position and the second position that is closer to the convergence node is used as the starting point of the slope compensation;

[0019] When at least one of the distance between the convergence node and the end of the track in the direction of the turnout positioning and the distance between the convergence node and the end of the track in the reverse direction of the turnout is greater than the vehicle length, the position of the convergence node is used as the starting point for slope compensation.

[0020] Optionally, a slope compensation starting point is generated at the track reversal pole.

[0021] Optionally, the step S22 is specifically as follows: starting from the slope compensation starting points in the upward direction and the downward direction respectively, traversing all the blocked sections in the line in the corresponding directions, generating a slope compensation point at a certain step length, and calculating the actual slope compensation value corresponding to each slope compensation point; the actual slope compensation value of each slope compensation point is the smaller value between the theoretical slope compensation value of the point and the theoretical slope compensation value at a position one step length away.

[0022] Optionally, the theoretical slope compensation value of the slope compensation point is a converted value of the actual slope of the entire train when the train head is at the slope compensation point.

[0023] Optionally, the calculation process of the theoretical slope compensation value includes the following steps:

[0024] Calculate the true slope value at any point on the route map;

[0025] The actual slope value of each train compartment is converted according to the mass ratio, and the actual slope conversion value is obtained as the slope compensation value at the position of the train head.

[0026] Optionally, the calculation formula for the true slope value is: Grade(x)=Begin_gradient+Distance / Radius, wherein Grade(x) is the true slope value of point x, Begin_gradient is the true slope value at the starting point of the slope zone where point x is located, Distance is the distance between point x and the starting point of the slope zone, and Radius is the curve radius of the slope zone.

[0027] Optionally, when there is a convergence node within the vehicle body, it is necessary to consider the situation that part of the train is in the positioning branch path and the reverse branch path, calculate the real slope conversion value in the two situations, and select the smallest real slope conversion value as the final compensation slope value.

[0028] Optionally, in the process of generating the slope compensation point in step S22, when encountering the starting point and the ending point of the block partition, the convergence node of the turnout, the divergence node of the turnout, and the track boundary, special processing is required to generate the corresponding slope compensation point.

[0029] Optionally, when the starting point or the ending point of the occluded partition is not a slope compensation point generated according to the step length, a slope compensation point is forcibly generated at the starting point or the ending point of the occluded partition, and the actual slope compensation value of the slope compensation point is the theoretical slope compensation value of the slope compensation point generated according to the step length at the nearest upstream side;

[0030] When the convergence node is not a slope compensation point generated according to the step length, a slope compensation point is forcibly generated at the convergence node, and its actual slope compensation value is the smaller value between the theoretical slope compensation value at the convergence node and the theoretical slope compensation value at the downstream position extended by one step length;

[0031] When the slope compensation point generated according to the step length happens to be a turnout divergence point, a slope compensation point is generated at the turnout divergence point, and its corresponding actual slope compensation value is the minimum value between the theoretical slope compensation value of the upstream slope compensation point and the theoretical slope compensation value at the downstream position extended by one step length in the positioning direction and the reverse direction respectively;

[0032] When the slope compensation point generated according to the step length is close to the end of the track, if the distance between the end of the track and the slope compensation point closest to the end of the track is less than one step length, a slope compensation point is forcibly generated at the end of the track, and the corresponding actual slope compensation value is the theoretical slope compensation value at this point.

[0033] Optionally, step S3 is specifically as follows: within the same blocked section, in the same upward direction or downward direction, if the actual slope compensation values ​​of the two preceding and succeeding slope compensation points are the same, the downstream slope compensation point is deleted, but the slope compensation starting point and the slope compensation points at the starting point and the end point of the blocked section need to be retained, and the slope compensation point finally retained is the slope compensation change point.

[0034] The present invention also proposes a computer device, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the steps of the offline slope compensation calculation method are implemented.

[0035] The present invention also proposes a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a controller, the steps of the offline slope compensation calculation method are implemented.

[0036] Compared with the prior art, the technical solution of the present invention has the following advantages and beneficial effects:

[0037] This scheme proposes an offline slope compensation calculation method, which can generate accurate slope compensation change points for energy pre-calculation. It can realize offline accurate processing of line slope data and provide strong data support for the monitoring function of the train automatic protection system, thereby significantly enhancing the safety and reliability of train operation and ensuring efficient and stable operation of rail transit.

[0038] This solution is applicable to different line track information and train vehicle information, and can dynamically generate slope compensation change point information of the line map; although the slope of the entire line is continuous, the present invention only needs to select effective slope change points for calculation, avoiding repeated calculation of a large amount of data, which is more efficient;

[0039] This solution converts the slope value within the entire vehicle body to the train head mass point to calculate the compensation slope, which is more in line with the actual sports car scene and has higher accuracy in vehicle control;

[0040] This solution combines vehicle information, slope information, line track ends, switches, track reversal points, etc. to perform offline calculations to compensate for slope change points, accurately process line slope data in advance, provide support for automatic protection monitoring functions, and further ensure safe and reliable operation of trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 A scene diagram of a slope area in an embodiment of the present invention;

[0042] Figure 2 This is a scene diagram in which the distances from the convergence node to the end of the track in the fixed and reverse directions of the turnout are both less than the length of the vehicle in the embodiment of the present invention;

[0043] Figure 3 This is a scene diagram in which there is no next line at the end of the track in the embodiment of the present invention, and at least one of the distances from the convergence node to the end of the track in the fixed and reverse directions of the switch is greater than the vehicle length;

[0044] Figure 4 A scene diagram showing that there is a next line at the end of the track in an embodiment of the present invention;

[0045] Figure 5 It is a scene diagram of the block starting point and end point, the turnout convergence node, the turnout divergence node, and the track reversal point in the embodiment of the present invention;

[0046] Figure 6 is a flow chart of an embodiment of the present invention. DETAILED DESCRIPTION

[0047] The following will be combined with the embodiments of the present invention Figure 1 to Figure 6 , the technical solutions, structural features, objectives achieved and effects in the embodiments of the present invention are described in detail.

[0048] It should be noted that the drawings are in a very simplified form and use non-precise proportions. They are only used to conveniently and clearly assist in explaining the embodiments of the present invention, and are not used to limit the conditions for the implementation of the present invention. Therefore, they have no substantive technical significance. Any structural modification, change in proportional relationship or adjustment of size, without affecting the effects and purposes that can be achieved by the present invention, should still fall within the scope of the technical content disclosed by the present invention.

[0049] It should be noted that, in the present invention, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only the elements explicitly listed, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0050] The present invention discloses an offline slope compensation calculation method, device and computer-readable storage medium, which can accurately process line slope data according to line maps and train information in an offline state, optimize the processing method of slope data, reduce the burden of online calculations, and provide data support for the monitoring function of the ATP (Automatic Train Protection) system, ensuring that the ATP system can respond quickly and accurately under any circumstances, thereby comprehensively improving the operational safety and efficiency of urban rail transit.

[0051] The technical solution of the present invention will be described in detail below in conjunction with embodiments and drawings.

[0052] Offline slope compensation method embodiment:

[0053] This embodiment provides an offline slope compensation calculation method for precalculating the slope compensation data of a train on an expected route, providing support for an automatic protection monitoring function, such as Figure 6 As shown, the offline slope compensation calculation method includes the following steps:

[0054] S1. Inputting the line data of the train's expected travel line, and acquiring the track link information, the slope area information and the vehicle information corresponding to the line data in the database according to the input line data;

[0055] S2. Calculating the slope compensation points on the expected travel route and the corresponding actual slope compensation values ​​based on the track link information, the slope area information and the vehicle information;

[0056] S3, screening the slope compensation points, and screening and retaining the slope compensation points as slope compensation change points;

[0057] S4. Pre-calculate the energy required by the train on the expected travel route based on the slope compensation change point, and calculate the corresponding uphill and downhill traction and braking data.

[0058] Among them, in step S1, the database includes a route map database and a train information database, the route map database stores all track link information and slope area information, and the train information database stores vehicle information of various types of trains; according to the route data of the expected route, the track link information and slope area information on the expected route of the train can be obtained in the route map, and the vehicle information can be obtained in the train information database.

[0059] The track link information includes track Block link information, track end information, turnout information, COO (track changeover) pole information, and emergency braking guarantee rate in different scenarios such as elevated, tunnel, rain and snow modes; the slope area information includes the direction (upward or downward) of all slope areas on the track, the starting or ending coordinates of the slope area, the length of the slope area and turnout information, the actual slope at the starting point of the slope area, and the curve radius of the slope area; the vehicle information includes the train length, the mass of each train carriage and the position distribution information.

[0060] In the present invention, the running route of the train is completely divided into a plurality of gradient zones, so that the actual gradient compensation value thereof can be easily calculated.

[0061] The step S2 further comprises the following steps:

[0062] S21, determining the slope compensation starting point and calculating its actual slope compensation value;

[0063] Specifically, for the upward and downward directions, all the track ends of the expected travel route are traversed respectively, and the slope compensation starting point is selected in the direction of the train travel. According to whether there is a next route at the track end, it is divided into the following cases: if there is no next route at the track end, the position extended from the track end to the route direction by one vehicle length is used as the slope compensation starting point; if there is a next route at the track end, the position at the track end is used as the slope compensation starting point. The slope compensation starting point is selected in this way because when there is no next route at the track end, only one end of the train can be at the track end, so there is no need to consider the slope within the range of one vehicle length from the track end to the route direction.

[0064] The actual slope compensation value at the starting point of the slope compensation is the smaller value between the theoretical slope compensation value at the starting point and the theoretical slope compensation value at the step length dp distance.

[0065] by Figure 3 For example, Figure 3 Point A in the figure is at the end of the track (the left side of Block 1 is the end of the track) and there is no next line. At this time, it is necessary to extend the distance of one car from the end of the track to the line direction (the line direction in the figure is the right side) (i.e. Figure 3 Point A) in the figure is used as a slope compensation starting point.

[0066] by Figure 4 For example, Figure 4 Point A in the figure is the end of the track and there is a next line. At this time, the position of the end of the track (i.e. Figure 4 Point A) in the figure is used as a slope compensation starting point.

[0067] Further, in step S21, when there is a convergence node of a turnout at the end of the track, the starting point of the slope compensation is determined by comparing the distance from the convergence node to the end of the line in the turnout reverse position with the vehicle length; specifically, when the distance between the convergence node and the end of the track in the turnout positioning direction, and the distance between the convergence node and the end of the track in the reverse direction of the turnout are both less than the vehicle length, the position one vehicle length away from the end of the track in the turnout positioning direction is defined as the first position, and the position one vehicle length away from the end of the track in the reverse direction of the turnout is defined as the second position, and the one of the first and second positions that is closer to the convergence node is used as the starting point of the slope compensation; when at least one of the distance between the convergence node and the end of the track in the turnout positioning direction, and the distance between the convergence node and the end of the track in the reverse direction of the turnout reverse position is greater than the vehicle length, the position of the convergence node is used as the starting point of the slope compensation.

[0068] by Figure 2 For example, the convergence node is the coincidence point of Block2 and Block7. Figure 2 It can be seen that the distance between the convergence node and the end of the track in the direction of the turnout positioning (the left end of Block1), as well as the distance between the convergence node and the end of the track in the reverse direction of the turnout (the left end of Block6), are both less than the vehicle length, and the first position is point A and the second position is point B. Point A is closer to the convergence node, so point A is used as a starting point for slope compensation.

[0069] by Figure 3 For example, the convergence point is the coincidence point of Block6 and Block3, that is, point B. Figure 3 It can be seen that the distance between the convergence node and the end of the track in the direction of the turnout positioning (the left end of Block1) is greater than the vehicle length, and the distance between the convergence node and the end of the track in the direction of the turnout reversal (the left end of Block7) is less than the vehicle length. At this time, the position of the convergence node B is used as a starting point for slope compensation.

[0070] In particular, a slope compensation starting point is generated at the track reversal point. Figure 5 For example, B5 is the track reversal pole, so a slope compensation starting point is generated at B5.

[0071] There may be more than one slope compensation starting point in the expected travel route of the train. When the slope compensation point is determined later, starting from one slope compensation starting point, when a new slope compensation starting point is encountered during the process of stepping along the step length dp, the train continues to step forward along the step length dp with the new slope compensation starting point until the end of the route.

[0072] S22, based on a certain step length dp, determine the slope compensation points one by one and calculate the corresponding actual slope compensation values;

[0073] Specifically, starting from the slope compensation starting point determined in step S21, all blocks in the line are traversed in the corresponding direction, a slope compensation point is generated every step length dp, and the actual slope compensation value corresponding to each slope compensation point is calculated. The actual slope compensation value of each slope compensation point is the smaller value of the theoretical slope compensation value of the point and the theoretical slope compensation value at the step length dp distance, that is, CGrade(x)'=min(CGrade(x+dp),CGrade(x)), where x is the slope compensation point, CGrade(x)' is the actual slope compensation value at x, CGrade(x) is the theoretical slope compensation value at x, and CGrade(x+dp) is the theoretical slope compensation value at x+dp. In this step, if the slope compensation starting point is determined based on the upward direction, other slope compensation points are continuously generated in the upward direction. Correspondingly, if the slope compensation starting point is determined based on the downward direction, other slope compensation points are continuously generated in the downward direction.

[0074] The step length dp can be configured according to actual conditions, for example, it can be 10 meters, 20 meters, 50 meters, 100 meters, etc.

[0075] The theoretical slope compensation value of the slope compensation point is the actual slope conversion value of the entire train when the train head is at the slope compensation point. This is because during operation, when encountering a slope area, the train should be regarded as a whole, and the head of the train is the first to pass through the slope area, so the slope of each car of the train should be converted to the head of the train. The calculation process of the theoretical slope compensation value specifically includes the following steps:

[0076] a. Calculate the true slope value of any point in the route map in the upward and downward directions;

[0077] by Figure 1For example, B2 is a slope area, the direction of the slope area B2 is UP, the starting position of the slope area B2 is Bgn_Abscissa, and the actual slope value at the starting point of the slope area is Begin_gradient.

[0078] Traverse all the slope areas in the upward direction of the route map, and generate the real slope value of any point in the upward slope area; traverse all the slope areas in the upward and downward directions of the route map, and generate the real slope value of any point in the downward slope area. When traversing the slope area, it is necessary to consider whether the train takes the positioning path or the reverse path when passing the turnout.

[0079] In order to make the calculated value of the true slope value more accurate, the slope curvature radius and the distance relationship between the slope value calculation point and the starting point of the slope area are taken into consideration. Specifically, the calculation formula of the true slope value used in this embodiment is: Grade(x)=Begin_gradient+Distance / Radius, wherein Grade(x) is the true slope value of point x, Begin_gradient is the true slope value at the starting point of the slope area where point x is located, Distance is the distance between point x and the starting point of the slope area, and Radius is the curve radius of the slope area.

[0080] b. Convert the actual slope value of each train car according to the mass ratio to obtain the actual slope conversion value as the theoretical slope compensation value at the position of the train head; the conversion formula based on the mass ratio is a conventional conversion method and is not explained in detail here. This step assumes that the train is on the expected route and the train head is at the slope compensation point, so that each car is at a different position, and the conversion is performed on this basis. When calculating, the actual slope value of the front and rear bogies of each car can be selected for conversion. The mass ratio can be obtained based on the vehicle information.

[0081] It should be noted that when calculating the theoretical slope compensation value of the slope compensation point, the upward direction and the downward direction need to be considered separately. When the slope compensation point is calculated based on the upward direction, its corresponding theoretical slope compensation value should also be calculated based on the upward direction. Here, a selection logic of the slope compensation starting point can also be explained: at least the train can be completely placed on the travel route.

[0082] In particular, when there is a convergence node within the vehicle body, it is necessary to consider the situation that part of the train is in the positioning branch path and the reverse branch path, calculate the actual slope conversion value under different conditions, and select the smallest actual slope conversion value as the final theoretical compensation slope value. Figure 5As shown in the figure, A5 is a slope compensation point. When calculating the theoretical slope compensation value at position A5, not only the upward direction and the downward direction should be considered, but also the train body being located on the positioning path or the reverse path. Figure 5 In the figure, it is assumed that the upward direction is from left to right. Therefore, when the front of the vehicle is at A5, in the upward direction, the rear of the vehicle may be in the positioning branch path, i.e., Block1—Block2—Block4, or in the reverse branch path, i.e., Block3—Block4. Then, the actual slope conversion values ​​under the positioning branch path and the reverse branch path are calculated respectively, and the smaller value is used as the theoretical slope compensation value of A5 in the upward direction; in the downward direction, the rear of the vehicle is in Block4—Block5—Block6. At this time, the corresponding actual slope conversion value can be directly calculated as the theoretical slope compensation value of A5 in the downward direction.

[0083] In the process of generating the slope compensation point in step S22, when encountering the starting point and the end point of the block, the convergence node of the turnout, the divergence node of the turnout, and the track boundary, special processing is required to generate the corresponding slope compensation point, so as to improve the safety of the train in subsequent operation. The specific processing method is as follows:

[0084] When the starting point or the end point of a Block is not a slope compensation point generated according to the step length dp, a slope compensation point is forcibly generated at the starting point or the end point of the Block. The actual slope compensation value of the slope compensation point is the theoretical slope compensation value of the slope compensation point generated according to the step length dp at the nearest upstream. Figure 5 For example, Figure 5 In the case of the upward direction, the starting point of Block2 (that is, the end point of Block1) is not a slope compensation point generated according to the step length dp. At this time, a slope compensation point is forcibly generated at the starting point of Block2 (the end point of Block1), and its actual slope compensation value is the theoretical slope compensation value of the slope compensation point generated according to the step length dp at the nearest upstream, that is, the theoretical slope compensation value of A0, and the actual slope compensation value at A0 is the smaller value of the theoretical slope compensation value at A0 and the theoretical slope compensation value at A0+dp;

[0085] When the convergence node is not a slope compensation point generated according to the step length dp, a slope compensation point is forcibly generated at the convergence node, and its actual slope compensation value is the smaller value between the theoretical slope compensation value at the convergence node and the theoretical slope compensation value at the downstream position where the step length dp is extended. When calculating the actual slope compensation value at the convergence node, the upward and downward directions, as well as the positioning branch path and the reverse branch path need to be considered; still based on Figure 5 For example, Figure 5In the equation, P1 is a convergence node. In the case of the upward direction, P1 is not a slope compensation point generated according to the step length dp. Then, a slope compensation point A4 is forcibly generated at the convergence node P1. Its value is the smaller value between the theoretical slope compensation value at the position of A4 and the theoretical slope compensation value of the position processing with the downstream extended step length dp, that is, min(CGrade(A4+dp), CGrade(A4)). When calculating the theoretical slope compensation value at the position of A4, it is necessary to consider the two situations where the vehicle body is located in the positioning branch path and the reverse branch path, and take the smaller value as the final theoretical slope compensation value.

[0086] When the slope compensation point generated according to the step length dp happens to be the turnout divergence point, a slope compensation point is generated, and its actual slope compensation value is the minimum value between the theoretical slope compensation value at the upstream adjacent slope compensation point and the theoretical slope compensation value at the downstream extending the step length dp in the positioning direction and the reverse direction respectively; Figure 5 For example, Figure 5 In the upward direction, B1 is a slope compensation point. After the step length dp is further extended, the turnout divergence point P2 is encountered. At this time, a slope compensation point is generated at the turnout divergence point P2. The actual slope compensation value of the slope compensation point is the minimum value of the theoretical slope compensation value of B1, the theoretical slope compensation value at the downstream point where the step length dp is extended along the positioning direction (i.e., B2), and the theoretical slope compensation value at the downstream point where the step length dp is extended along the reverse direction (i.e., B3);

[0087] When the slope compensation point generated according to the step length dp is close to the end of the track, if the distance between the end of the track and the slope compensation point closest to the end of the track is less than one step length dp, a slope compensation point is forcibly generated at the end of the track, and its corresponding actual slope compensation value is the theoretical slope compensation value at this point; generally speaking, since the track is composed of multiple blocks, the end of the track is the end point of the block; Figure 5 For example, Figure 5 In the upward direction, the end point of Block8 belongs to the end of the track. The distance from the nearest upstream slope compensation point B6 to the end of the track is less than the step length dp, so a slope compensation point is forcibly generated at the end of the track.

[0088] It should be noted that the appendix of this embodiment Figure 1-5 The circuits shown are not actual circuits. To reduce the number of drawings, this embodiment places multiple situations in one drawing. Therefore, it is necessary to combine some circuits in each drawing with text to understand this embodiment.

[0089] In step S3, the slope compensation points are screened, and the slope compensation points that are screened and retained are slope compensation change points; this step is specifically as follows: in the same Block, in the same direction (upward or downward), if the actual slope compensation values ​​at the two slope compensation points before and after are the same, then the latter (downstream) slope compensation point is deleted, but the slope compensation starting point and the slope compensation points at the starting point and the end point of the Block need to be retained, and the slope compensation points that are finally retained are the slope compensation change points, thereby generating all the slope compensation points in the upward direction and all the slope compensation points in the downward direction. By deleting the slope compensation points with the same actual slope compensation value and retaining only the slope compensation points that have changed, the amount of subsequent train travel calculations can be reduced and the calculation efficiency can be improved.

[0090] In step S4, combined with the emergency braking guarantee rates in different scenarios of elevated, tunnel, rain and snow modes obtained in step S1, the pre-calculated energy values ​​of the slopes in the upward and downward directions are calculated based on the slope compensation change point and its corresponding actual slope compensation value, so that the train can calculate the uphill and downhill traction and braking data respectively according to the pre-calculated energy values ​​of the slope.

[0091] Offline slope compensation computer device embodiment:

[0092] The computer device of this embodiment includes a controller, and when the controller executes a computer program, the steps in the above-mentioned offline slope compensation calculation method embodiment are implemented.

[0093] For example, a computer program may be divided into one or more modules, one or more modules are stored in a memory and executed by a controller to implement the present invention. One or more modules may be a series of computer program instruction segments capable of implementing specific functions, and the instruction segments are used to describe the execution process of the computer program in a computer device.

[0094] The computer device may include, but is not limited to, a controller and a memory. Those skilled in the art will appreciate that the computer device may include more or fewer components, or a combination of certain components, or different components, for example, the computer device may also include input and output devices, network access devices, buses, etc.

[0095] For example, the controller may be a central processing unit (CPU), other general controllers, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general controller may be a microcontroller or any conventional controller, etc. The controller is the control center of the computer device, and uses various interfaces and lines to connect the various parts of the entire computer device.

[0096] The memory can be used to store computer programs and / or modules. The controller realizes various functions of the computer device by running or executing the computer programs and / or modules stored in the memory, and calling the data stored in the memory. For example, the memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function (such as a sound receiving function, a sound conversion to text function, etc.), etc.; the data storage area can store data created according to the use of the mobile phone (such as audio data, text data, etc.), etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (FlashCard), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0097] Computer readable storage medium embodiment:

[0098] If the module integrated in the computer device of the above embodiment 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 implementation of all or part of the process in the above offline slope compensation calculation method embodiment can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the controller, the steps of the above offline slope compensation calculation method embodiment can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The storage medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electric carrier signal and telecommunication signal.

[0099] Although the content of the present invention has been described in detail through the above preferred embodiments, it should be appreciated that the above description should not be considered as a limitation of the present invention. After reading the above content, it will be apparent to those skilled in the art that various modifications and substitutions of the present invention will occur. Therefore, the protection scope of the present invention should be limited by the appended claims.

Claims

1. An off-line slope compensation calculation method for precalculating the slope compensation data of a train on an expected travel route, characterized in that: The following steps are involved: S1. Inputting the line data of the train's expected travel line, and acquiring the track link information, the slope area information and the vehicle information corresponding to the line data in the database according to the input line data; S2. Calculating the slope compensation points and the corresponding actual slope compensation values ​​on the expected travel route in the up direction and the down direction respectively based on the track link information, the slope zone information and the vehicle information; S3, screening the slope compensation points, and screening and retaining the slope compensation points as slope compensation change points; S4. Pre-calculate the energy required by the train on the expected travel route based on the slope compensation change point and the corresponding actual slope compensation value, and calculate the corresponding uphill and downhill traction and braking data.

2. The off-line slope compensation calculation method according to claim 1, characterized in that: The track link information includes track block section link information, track end information, turnout information, track reversing pole information, and emergency braking guarantee rate in different scenarios such as elevated, tunnel, and rain and snow modes; the slope area information includes the direction of all slope areas on the track, the starting or ending coordinates of the slope area, the length of the slope area and turnout information, the actual slope at the starting point of the slope area, and the curve radius of the slope area; the vehicle information includes the train length, the mass of each train carriage and the position distribution information.

3. The off-line slope compensation calculation method according to claim 1, characterized in that: The step S2 comprises the following steps: S21, determining the slope compensation starting point in the upward direction and the downward direction respectively and calculating the actual slope compensation value thereof; S22. Based on a certain step length, determine the slope compensation points one by one in the upward direction and the downward direction respectively and calculate the corresponding actual slope compensation values.

4. The off-line slope compensation calculation method according to claim 3, characterized in that: The step S21 specifically includes: for the upward direction and the downward direction, traversing all the track ends of the expected travel route respectively, selecting the starting point of the slope compensation in the direction of the train travel, and dividing into the following cases according to whether there is a next line at the track end: If there is no next line at the end of the merge track, a position one vehicle length away from the end of the track in the direction of the line is used as the starting point of the slope compensation; If there is a next line at the end of the sink track, the position of the end of the track is used as the starting point of the slope compensation.

5. The off-line slope compensation calculation method according to claim 4, characterized in that: When there is a turnout junction at the end of the track, the starting point of the slope compensation is determined by comparing the distance from the junction to the end of the line where the turnout is inverted with the vehicle length: When the distance between the convergence node and the end of the track in the direction of the turnout positioning, and the distance between the convergence node and the end of the track in the reverse direction of the turnout are both less than the vehicle length, a position one vehicle length away from the end of the track in the direction of the turnout positioning is defined as the first position, and a position one vehicle length away from the end of the track in the reverse direction of the turnout is defined as the second position, and the one of the first position and the second position that is closer to the convergence node is used as the starting point of the slope compensation; When at least one of the distance between the converging node and the end of the track in the direction of the turnout positioning and the distance between the converging node and the end of the track in the reverse direction of the turnout is greater than the vehicle length, the position of the converging node is used as the starting point of the slope compensation.

6. The off-line slope compensation calculation method according to claim 3, characterized in that: The slope compensation starting point is generated at the track reversal pole.

7. The off-line slope compensation calculation method according to claim 3, characterized in that: The step S22 specifically includes: starting from the slope compensation starting points in the upward direction and the downward direction respectively, traversing all the blocked sections in the line in the corresponding directions, generating a slope compensation point at a certain step length, and calculating the actual slope compensation value corresponding to each slope compensation point; the actual slope compensation value of each slope compensation point is the smaller value between the theoretical slope compensation value of the point and the theoretical slope compensation value at a position one step length away.

8. The off-line slope compensation calculation method according to claim 7, characterized in that: The theoretical slope compensation value of the slope compensation point is the actual slope conversion value of the entire train when the train head is at the slope compensation point.

9. The off-line slope compensation calculation method according to claim 8, characterized in that: The calculation process of the theoretical slope compensation value includes the following steps: Calculate the true slope value at any point on the route map; The actual slope value at the position of each train compartment is converted according to the mass ratio to obtain the actual slope conversion value as the theoretical slope compensation value at the position of the train head.

10. The off-line slope compensation calculation method according to claim 9, characterized in that: The calculation formula of the actual slope value is: Grade(x)=Begin_gradient+Distance / Radius, wherein Grade(x) is the actual slope value of point x, Begin_gradient is the actual slope value at the starting point of the slope zone where point x is located, Distance is the distance between point x and the starting point of the slope zone, and Radius is the curve radius of the slope zone.

11. The off-line slope compensation calculation method according to claim 9, characterized in that: When there is a convergence node within the vehicle body, it is necessary to consider the situation that part of the train is on the positioning branch path and the reverse branch path, calculate the actual slope conversion value in the two situations, and select the smallest actual slope conversion value as the final theoretical compensation slope value.

12. The off-line slope compensation calculation method according to claim 3, characterized in that: In the process of generating the slope compensation point in step S22, when encountering the starting point and the ending point of the block partition, the convergence node of the turnout, the divergence node of the turnout, and the track boundary, special processing is required to generate the corresponding slope compensation point.

13. The off-line slope compensation calculation method according to claim 12, characterized in that: When the starting point or the ending point of the block partition is not a slope compensation point generated according to the step length, a slope compensation point is forcibly generated at the starting point or the ending point of the block partition, and the actual slope compensation value of the slope compensation point is the theoretical slope compensation value of the slope compensation point generated according to the step length at the nearest upstream side; When the convergence node is not a slope compensation point generated according to the step length, a slope compensation point is forcibly generated at the convergence node, and its actual slope compensation value is the smaller value between the theoretical slope compensation value at the convergence node and the theoretical slope compensation value at the downstream position extended by one step length; When the slope compensation point generated according to the step length happens to be a turnout divergence point, a slope compensation point is generated at the turnout divergence point, and its corresponding actual slope compensation value is the minimum value between the theoretical slope compensation value at the upstream slope compensation point and the theoretical slope compensation value at the downstream position extended by one step length in the positioning direction and the reverse direction respectively; When the slope compensation point generated according to the step length is close to the end of the track, if the distance between the end of the track and the slope compensation point closest to the end of the track is less than one step length, a slope compensation point is forcibly generated at the end of the track, and the corresponding actual slope compensation value is the theoretical slope compensation value at this point.

14. The off-line slope compensation calculation method according to claim 1, characterized in that: The step S3 is specifically as follows: within the same blocked section, in the same upward direction or downward direction, if the actual slope compensation values ​​of the two preceding and succeeding slope compensation points are the same, the downstream slope compensation point is deleted, but the slope compensation starting point and the slope compensation points at the starting point and the ending point of the blocked section need to be retained, and the slope compensation point finally retained is the slope compensation change point.

15. A computer device comprising a processor and a memory, characterized in that: The memory stores a computer program, and when the computer program is executed by the processor, the steps of the offline slope compensation calculation method according to any one of claims 1 to 14 are implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by the controller, the steps of the offline slope compensation calculation method according to any one of claims 1 to 14 are implemented.

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