Offline slope compensation calculation method, apparatus, and computer-readable storage medium

Abstract

This invention discloses an offline gradient compensation calculation method, device, and computer-readable storage medium, comprising the following steps: S1, inputting the line data of the train's expected travel route, and obtaining the corresponding track link information, gradient zone information, and vehicle information from the database based on the input line data; S2, calculating the gradient compensation points and corresponding actual gradient compensation values ​​on the expected travel route in the uphill and downhill directions based on the track link information, gradient zone information, and vehicle information; S3, filtering the gradient compensation points, and retaining the retained gradient compensation points as gradient compensation change points; S4, pre-calculating the energy required by the train on the expected travel route based on the gradient compensation change points, and calculating the corresponding uphill and downhill traction and braking data; This invention can accurately process line gradient data in advance, providing support for automatic protection and monitoring functions, and further ensuring the safe and reliable operation of trains.

Description

Technical Field

[0001] This invention relates to the field of rail transit signaling technology, specifically to an offline gradient compensation calculation method, apparatus, and computer-readable storage medium. Background Technology

[0002] In ensuring the safety and efficiency of urban rail transit, the communication-based train control system serves as the core, comprising key modules such as Automatic Train Protection (ATP), Automatic Train Operation (ATO), Automatic Train Supervision (ATS), interlocking, and maintenance support systems. Among these, the ATP system is particularly crucial, utilizing the principle of kinetic energy conversion based on the train's real-time speed and position to ensure strict adherence to safety regulations during operation. Train energy management requires real-time dynamic calculations, taking into account the impact of track gradient changes on energy consumption.

[0003] Existing calculations for energy consumption caused by changes in track gradient are all performed online during train operation. This method results in excessive computational load, low fault tolerance, and slow system response. Summary of the Invention

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

[0005] To achieve the above objectives, this invention proposes an offline gradient compensation calculation method for pre-calculating gradient compensation data for trains on their expected travel routes, comprising the following steps:

[0006] S1. Input the route data of the train's expected route. Based on the input route data, retrieve the corresponding track link information, gradient zone information, and vehicle information from the database.

[0007] S2. Based on the track link information, gradient zone information, and vehicle information, calculate the gradient compensation points and corresponding actual gradient compensation values ​​on the expected travel route in the up and down directions, respectively.

[0008] S3. The slope compensation points are screened, and the slope compensation points retained are the slope compensation change points.

[0009] S4. Based on the gradient compensation change points and the corresponding actual gradient compensation values, pre-calculate the energy required by the train on the expected route, 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 under different scenarios such as elevated, tunnel, and rain / snow modes; the gradient zone information includes the direction of all gradient zones on the track, the coordinates of the start or end of the gradient zone, the length of the gradient zone and turnout information, the actual gradient at the start of the gradient zone, and the curve radius of the gradient zone; the vehicle information includes the train length, the mass of each carriage of the train, and the location distribution information.

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

[0012] S21. Determine the starting point of slope compensation in both the uphill and downhill directions and calculate its actual slope compensation value;

[0013] S22. Based on a certain step size, determine the slope compensation point one by one in the upward and downward directions and calculate the corresponding actual slope compensation value.

[0014] Optionally, step S21 specifically involves: for both the uphill and downhill directions, traversing all track ends of the expected travel route, selecting the starting point for gradient compensation in the direction of train travel, and considering whether there is a next line at the track end, as follows:

[0015] If there is no next line at the end of the track, the starting point for gradient compensation is a distance one car length from the end of the track in the direction of the line.

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

[0017] Optionally, when there is a convergence point for a turnout at the end of the track, the starting point for gradient compensation is determined by comparing the distance from the convergence point to the end of the track where the turnout is in its correct or reverse position with the length of the train.

[0018] When the distance between the converging node and the end of the track in the turnout positioning direction, and the distance between the converging node and the end of the track in the reverse direction of the turnout, are both less than the length of the vehicle, 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. The position closer to the converging node between the first and second positions is taken as the starting point for gradient compensation.

[0019] If at least one of the following conditions is greater than the vehicle length, the location of the converging node is taken as the starting point for gradient compensation: 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 opposite direction of the turnout positioning.

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

[0021] Optionally, step S22 specifically involves: starting from the gradient compensation starting point in the uphill and downhill directions respectively, traversing all block sections in the line in the corresponding directions, generating a gradient compensation point at regular intervals, and calculating the actual gradient compensation value corresponding to each gradient compensation point; the actual gradient compensation value of each gradient compensation point is the smaller of the theoretical gradient compensation value of that point and the theoretical gradient compensation value at a position one step away.

[0022] Optionally, 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.

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

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

[0025] The actual slope value of each carriage of the train is converted according to the mass ratio to obtain the actual slope conversion value, which is used as the slope compensation value at the position of the train head.

[0026] Optionally, the formula for calculating the true slope value is: Grade(x) = Begin_gradient + Distance / Radius, where 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 are convergence nodes within the vehicle body, it is necessary to consider two cases: the train is on a locating branch path and the train is on a reverse branch path. The actual slope conversion value is calculated for both cases, and the smallest actual slope conversion value is selected as the final compensation slope value.

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

[0029] Optionally, when the starting or ending point of the block section is not a slope compensation point generated according to the step length, a slope compensation point is forcibly generated at the starting or ending point of the block section. The actual slope compensation value of the slope compensation point is the theoretical slope compensation value at the nearest upstream slope compensation point generated according to the step length.

[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 the turnout divergence point, a slope compensation point is generated at the turnout divergence point. The 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 along 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 nearest slope compensation point 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 location.

[0033] Optionally, step S3 specifically involves: within the same block section, in the same up or down direction, if the actual slope compensation values ​​of two consecutive slope compensation points are the same, then the downstream slope compensation point is deleted, but the slope compensation starting point and the slope compensation points at the beginning and end points of the block section need to be retained. The slope compensation points that are ultimately retained are the slope compensation change points.

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

[0035] The present invention also proposes a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a controller, implements the steps of the offline slope compensation calculation method.

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

[0037] This solution proposes an offline gradient compensation calculation method that can generate accurate gradient compensation change points for energy pre-calculation. It enables accurate offline processing of track gradient data, providing 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 the efficient and stable operation of rail transit.

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

[0039] This solution converts the gradient value of the entire vehicle body to the mass point of the train's front end for gradient compensation calculation, which is more in line with the actual running scenario and provides higher accuracy in vehicle control.

[0040] This solution combines vehicle information, gradient information, track ends, turnouts, track reversing points, and other data to perform offline calculations to compensate for gradient changes. It pre-processes track gradient data accurately, providing support for automatic protection and monitoring functions, and further ensuring the safe and reliable operation of trains. Attached Figure Description

[0041] Figure 1 This is a scene diagram of a slope area according to an embodiment of the present invention;

[0042] Figure 2 This is a scenario diagram illustrating a scenario in this invention where the distance from the converging node to the end of the track in both the fixed and reverse directions of the turnout is less than the length of the vehicle.

[0043] Figure 3 This is a scenario diagram in an embodiment of the present invention where there is no next line at the end of the track, and at least one of the distances from the converging node to the end of the track in the turnout's fixed or reverse direction is greater than the length of the vehicle.

[0044] Figure 4 This is a scene diagram illustrating a scenario where there is a next line at the end of the track in an embodiment of the present invention;

[0045] Figure 5 This is a scene diagram of the block start and end points, turnout convergence node, turnout divergence node, and track reversal point in an embodiment of the present invention.

[0046] Figure 6 This is a flowchart of an embodiment of the present invention. Detailed Implementation

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

[0048] It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions. They are only used to facilitate and clarify the purpose of illustrating the embodiments of the present invention, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationship, or adjustments to the size should still fall within the scope of the technical content disclosed in the present invention, provided that they do not affect the effects and objectives that the present invention can produce.

[0049] It should be noted that, in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only the expressly listed elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0050] This invention discloses an offline gradient compensation calculation method, device, and computer-readable storage medium. It can accurately process track gradient data offline based on track maps and train information, optimize the gradient data processing method, reduce the burden of online calculation, provide data support for the monitoring function of ATP (Automatic Train Protection) system, and ensure 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 with reference to the embodiments and accompanying drawings.

[0052] Example of offline slope compensation method:

[0053] This embodiment provides an offline gradient compensation calculation method for pre-calculating gradient compensation data for trains on their expected travel routes, thus supporting automatic protection and monitoring functions. Figure 6 As shown, the offline slope compensation calculation method includes the following steps:

[0054] S1. Input the route data of the train's expected route. Based on the input route data, retrieve the corresponding track link information, gradient zone information, and vehicle information from the database.

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

[0056] S3. The slope compensation points are screened, and the slope compensation points retained are the slope compensation change points.

[0057] S4. Based on the gradient compensation change points, pre-calculate the energy required by the train on the expected route, and calculate the corresponding uphill and downhill traction and braking data.

[0058] 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 gradient information, while the train information database stores vehicle information for various train models. Based on the route data of the expected route, the track link information and gradient information of the train's expected route can be obtained from the route map, and the vehicle information can be obtained from the train information database.

[0059] The track link information includes track block link information, track end information, turnout information, COO (track reversing) pole information, and emergency braking guarantee rate under different scenarios such as elevated, tunnel, and rain / snow modes; the gradient zone information includes the direction (up or down) of all gradient zones on the track, the coordinates of the start or end of the gradient zone, the length of the gradient zone and turnout information, the actual gradient at the start of the gradient zone, and the curve radius of the gradient zone; the vehicle information includes train length, mass of each carriage of the train, and position distribution information.

[0060] In this invention, the train's route is divided into multiple gradient zones, which facilitates the calculation of its actual gradient compensation value.

[0061] Step S2 further includes the following steps:

[0062] S21. Determine the starting point of slope compensation and calculate its actual slope compensation value;

[0063] Specifically, for both the uphill and downhill directions, all track ends of the planned travel route are traversed, and the starting point for gradient compensation is selected in the direction of train travel. Depending on whether there is a next line at the track end, the following cases apply: If there is no next line at the track end, the starting point for gradient compensation is a position extending one vehicle length from the track end towards the line; if there is a next line at the track end, the starting point for gradient compensation is the position of the track end itself. This selection of the starting point is because when there is no next line at the track end, only one end of the train can be at the track end, therefore, it is unnecessary to consider the gradient within a range extending one vehicle length from the track end towards the line.

[0064] The actual slope compensation value at the starting point of the slope compensation is the smaller of the theoretical slope compensation value at that 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 diagram represents the end of the track (the left side of Block 1 is the end of the track) where there is no next line. In this case, it is necessary to extend the track length by one car length from the end of the track towards the line direction (the line direction in the diagram is to the right) to a point (i.e., Figure 3 Point A in the diagram serves as the starting point for slope compensation.

[0066] by Figure 4 For example, Figure 4 Point A in the diagram represents the end of the track where the next line exists. Therefore, the position of the end of the track (i.e.,...) Figure 4 Point A in the diagram serves as the starting point for slope compensation.

[0067] Furthermore, in step S21, when there is a convergence point of a turnout at the end of the track, the starting point for gradient compensation is determined by comparing the distance from the convergence point to the end of the track in the turnout's fixed / reverse position with the vehicle length. Specifically, when both the distance from the convergence point to the end of the track in the turnout's fixed direction and the distance from the convergence point to the end of the track in the turnout's reverse direction are less than the vehicle length, a position one vehicle length away from the end of the track in the turnout's fixed direction is defined as the first position, and a position one vehicle length away from the end of the track in the turnout's reverse direction is defined as the second position. The position closer to the convergence point is taken as the starting point for gradient compensation. When at least one of the distances from the convergence point to the end of the track in the turnout's fixed direction and the distances from the convergence point to the end of the track in the turnout's reverse direction is greater than the vehicle length, the position of the convergence point is taken as the starting point for gradient compensation.

[0068] by Figure 2 For example, the convergence node is the point where Block 2 and Block 7 overlap. Figure 2 As can be seen, the distance between the converging node and the end of the track in the turnout positioning direction (the left end of Block 1), and the distance between the converging node and the end of the track in the reverse position of the turnout (the left end of Block 6), are both less than the vehicle length. The first position is point A, and the second position is point B. Point A is closer to the converging node, so point A is used as a starting point for gradient compensation.

[0069] by Figure 3 For example, the convergence node is the point where Block 6 and Block 3 coincide, i.e., point B. Figure 3 As can be seen, the distance between the converging node and the end of the track in the turnout positioning direction (the left end of Block 1) is greater than the vehicle length, and the distance between the converging node and the end of the track in the turnout reversal direction (the left end of Block 7) is less than the vehicle length. At this time, the position of the converging node B is taken as a starting point for slope compensation.

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

[0071] There may be more than one gradient compensation starting point in the train's expected route. When determining the gradient compensation point later, start from one gradient compensation starting point. When a new gradient compensation starting point is encountered during the stepping along the step length dp, continue to step forward along the step length dp from the new gradient compensation starting point until the end of the route.

[0072] S22. Based on a certain step size dp, determine the slope compensation point one by one and calculate its corresponding actual slope compensation value.

[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 at every step length dp, and the actual slope compensation value corresponding to each slope compensation point is calculated. The actual slope compensation value for each slope compensation point is the smaller of the theoretical slope compensation value at that point and the theoretical slope compensation value at a distance of step length dp, i.e., 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 uphill direction, other slope compensation points are generated in the uphill direction; conversely, if the slope compensation starting point is determined based on the downhill direction, other slope compensation points are generated in the downhill direction.

[0074] The step size dp can be configured according to the actual situation, such as 10 meters, 20 meters, 50 meters, 100 meters, etc.

[0075] The theoretical gradient compensation value of the gradient compensation point is the actual gradient value of the entire train when the train head is at that point. This is because during operation, when encountering a gradient area, the train must be considered as a whole, and the train head is the first to pass through the gradient area. Therefore, the gradient of each carriage must be converted to the gradient at the train head. The calculation process of the theoretical gradient compensation value specifically includes the following steps:

[0076] a. Calculate the actual gradient values ​​of any point on the route map in both the uphill and downhill directions;

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

[0078] Iterate through all gradient zones in the uphill direction on the route map and generate the actual gradient value for any point within the uphill gradient zone; iterate through all gradient zones in the downhill direction on the route map and generate the actual gradient value for any point within the downhill gradient zone. When iterating through the gradient zones, it is necessary to consider whether the train will take the correct path or the reverse path when passing a switch.

[0079] To make the calculated true slope value more accurate, the relationship between the slope curvature radius and the distance between the slope value calculation point and the starting point of the slope area is considered. Specifically, the formula for calculating the true slope value used in this embodiment is: Grade(x) = Begin_gradient + Distance / Radius, where 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. The actual gradient values ​​of each train car's location are converted according to their mass ratio to obtain the converted gradient value, which serves as the theoretical gradient compensation value at the train's locomotive location. This conversion formula based on mass ratio is a conventional method and will not be detailed here. This step assumes the train is on the planned route, the locomotive is at the gradient compensation point, and each car is in a different position. The conversion is performed based on this assumption. In the calculation, the actual gradient values ​​of the front and rear bogies of each car can be selected for conversion. The mass ratio can be obtained from the vehicle information.

[0081] It should be noted that when calculating the theoretical gradient compensation value of the aforementioned gradient compensation point, both the uphill and downhill directions must be considered separately. When the gradient compensation point is calculated based on the uphill direction, its corresponding theoretical gradient compensation value should also be calculated based on the uphill direction. This also explains one of the selection logics for the gradient compensation starting point: at least the train can be completely positioned on the running track.

[0082] Specifically, when there are converging nodes within the train's body, it's necessary to consider both the directional and inverted branch paths of the train. The actual gradient conversion values ​​for each scenario are calculated, and the smallest actual gradient conversion value is selected as the final theoretical compensation gradient value. A specific example is provided below. Figure 5As shown, A5 is a gradient compensation point. When calculating the theoretical gradient compensation value at location A5, it is necessary to consider not only the up and down directions, but also whether the train body is on the positioning path or the reverse path. Figure 5 In the above scenario, assuming the direction is upward from left to right, when the front of the vehicle is at A5, the rear of the vehicle may be on the locating branch path (Block 1-Block 2-Block 4) or the reverse branch path (Block 3-Block 4) in the upward direction. The actual slope conversion values ​​under the locating branch path and the reverse branch path are calculated respectively, and the smaller value is used as the theoretical slope compensation value for A5 in the upward direction. In the downward direction, the rear of the vehicle is at Block 4-Block 5-Block 6. At this time, the corresponding actual slope conversion value can be directly calculated as the theoretical slope compensation value for A5 in the downward direction.

[0083] In the process of generating the gradient compensation point in step S22, special handling is required when encountering the start and end points of a block, the convergence point of a turnout, the divergence point of a turnout, and the track boundary to generate the corresponding gradient compensation point, thereby improving the safety of the train during subsequent operation. The specific handling method is as follows:

[0084] When the starting or ending point of a block is not a slope compensation point generated based on the step size dp, a slope compensation point is forcibly generated at the starting or ending point of that block. The actual slope compensation value of this slope compensation point is the theoretical slope compensation value of the nearest upstream slope compensation point generated based on the step size dp. Figure 5 For example, Figure 5 In the case of the upward direction, the starting point of Block2 (that is, the ending point of Block1) is not the slope compensation point generated based on the step size dp. In this case, a slope compensation point is forcibly generated at the starting point of Block2 (the ending point of Block1). Its actual slope compensation value is the theoretical slope compensation value at the nearest upstream slope compensation point generated based on the step size dp, that is, the theoretical slope compensation value of A0. The actual slope compensation value at A0 is the smaller value between 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 based on the step size dp, a slope compensation point is forcibly generated at that convergence node. Its actual slope compensation value is the smaller of the theoretical slope compensation value at the convergence node and the theoretical slope compensation value at the downstream extended step size dp location. When calculating the actual slope compensation value at the convergence node, the upward and downward directions, as well as the location branch path and the reverse branch path, must be considered. Figure 5 For example, Figure 5In the process, P1 is the convergence node. In the case of the upward direction, P1 is not a slope compensation point generated based on the step length dp. Therefore, a slope compensation point A4 is forcibly generated at the convergence node P1. The value of A4 is the smaller of the theoretical slope compensation value at the position of A4 and the theoretical slope compensation value at the position of the downstream extended step length dp, i.e., min(CGrade(A4+dp),CGrade(A4)). When calculating the theoretical slope compensation value at the position of A4, the two cases of the vehicle body being located on the positioning branch path and the reverse branch path should be considered, and the smaller value should be taken as the final theoretical slope compensation value.

[0086] When the slope compensation point generated based on the step length dp happens to be the turnout divergence point, a slope compensation point is generated. 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 points extending the step length dp along 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 continuing to extend the step length dp, it just encounters the turnout divergence point P2. At this time, a slope compensation point is generated at the turnout divergence point P2. The actual slope compensation value of this slope compensation point is the minimum value among 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 positioning direction (i.e., B3).

[0087] When the slope compensation point generated based on step size dp is near the end of the track, if the distance between the end of the track and the nearest slope compensation point is less than one step size 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 location. Generally, since the track consists 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 Block 8 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 size 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 diagrams, this embodiment places multiple scenarios in one diagram. Therefore, it is necessary to combine the partial circuits in each diagram with the text to understand this embodiment.

[0089] In step S3, the slope compensation points are filtered, and the retained slope compensation points are the slope compensation change points. Specifically, within the same block and in the same direction (upward or downward), if the actual slope compensation values ​​of two consecutive slope compensation points are the same, the latter (downward) slope compensation point is deleted. However, the slope compensation starting point, as well as the slope compensation points at the beginning and end points of the block, must be retained. The remaining slope compensation points are the slope compensation change points, thus generating all slope compensation points in the upward direction and all slope compensation points in the downward direction. By deleting slope compensation points with the same actual slope compensation value and retaining only those that have changed, the computational load for subsequent train travel can be reduced, improving computational efficiency.

[0090] In step S4, based on the emergency braking guarantee rate obtained in step S1 under different scenarios such as elevated road, tunnel, and rain / snow mode, and based on the slope compensation change point and its corresponding actual slope compensation value, the slope pre-calculated energy value in the uphill and downhill directions is calculated respectively, so that the train can calculate the uphill and downhill traction force and braking data according to the slope pre-calculated energy value respectively.

[0091] Example of an offline slope compensation computer device:

[0092] The computer device in this embodiment includes a controller, which executes the steps in the above-described offline slope compensation calculation method embodiment when executing a computer program.

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

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

[0095] For example, a controller can be a Central Processing Unit (CPU), or other general-purpose controllers, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose controller can be a microcontroller or any conventional controller. The controller is the control center of a computer device, connecting all parts of the computer device through various interfaces and lines.

[0096] The memory can be used to store computer programs and / or modules. The controller implements various functions of the computer device by running or executing the computer programs and / or modules stored in the memory, and by accessing data stored in the memory. For example, the memory may mainly include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function (e.g., sound receiving function, sound-to-text function, etc.), etc.; the data storage area may store data created based on the use of the mobile phone (e.g., audio data, text data, etc.). In addition, the memory may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, RAM, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0097] Examples of computer-readable storage media:

[0098] If the modules integrated into the computer device in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the above-described offline slope compensation calculation method embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a controller, it can implement the steps of the above-described offline slope compensation calculation method embodiments. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The storage medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content contained in the computer-readable medium can be appropriately added or removed 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 electrical carrier signals and telecommunication signals.

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

Claims

1. An offline gradient compensation calculation method, used to pre-calculate gradient compensation data for a train on a planned route, characterized in that, Includes the following steps: S1. Input the route data of the train's expected route. Based on the input route data, retrieve the corresponding track link information, gradient zone information, and vehicle information from the database. S2. Based on the track link information, gradient zone information, and vehicle information, calculate the gradient compensation points and corresponding actual gradient compensation values ​​on the expected travel route in the up and down directions, respectively. S3. The slope compensation points are screened, and the slope compensation points retained are the slope compensation change points. S4. Based on the gradient compensation change points and the corresponding actual gradient compensation values, pre-calculate the energy required by the train on the expected route, and calculate the corresponding uphill and downhill traction and braking data.

2. The offline slope compensation calculation method as described in 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 under different scenarios such as elevated, tunnel, and rain / snow modes; the gradient zone information includes the direction of all gradient zones on the track, the coordinates of the start or end of the gradient zone, the length of the gradient zone and turnout information, the actual gradient at the start of the gradient zone, and the curve radius of the gradient zone; the vehicle information includes train length, mass of each carriage of the train, and location distribution information.

3. The offline slope compensation calculation method as described in claim 1, characterized in that, Step S2 includes the following steps: S21. Determine the starting point of slope compensation in both the uphill and downhill directions and calculate its actual slope compensation value; S22. Based on a certain step size, determine the slope compensation point one by one in the upward and downward directions and calculate the corresponding actual slope compensation value.

4. The offline slope compensation calculation method as described in claim 3, characterized in that, Step S21 specifically involves: for both the uphill and downhill directions, traversing all track ends of the expected travel route, selecting the starting point for gradient compensation in the direction of train travel, and considering whether there is a next line at the track end, as follows: If there is no next line at the end of the track, then the starting point for gradient compensation is a distance one vehicle length from the end of the track in the direction of the line. If there is a next line at the end of the track, the location of the end of the track is used as the starting point for slope compensation.

5. The offline slope compensation calculation method as described in claim 4, characterized in that, When there is a convergence point for a turnout at the end of the track, the starting point for gradient compensation is determined by comparing the distance from the convergence point to the end of the track where the turnout is in its correct or reverse position with the length of the train. When the distance between the converging node and the end of the track in the turnout positioning direction, and the distance between the converging node and the end of the track in the reverse direction of the turnout, are both less than the length of the vehicle, then 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. The position closer to the converging node between the first position and the second position is taken as the starting point for gradient compensation. When at least one of the distances between the converging node and the end of the track in the turnout positioning direction, and the distance between the converging node and the end of the track in the reverse turnout position, is greater than the vehicle length, the position of the converging node shall be taken as the starting point for gradient compensation.

6. The offline slope compensation calculation method as described in claim 3, characterized in that, At the reversal pole of the track, the slope compensation starting point is generated.

7. The offline slope compensation calculation method as described in claim 3, characterized in that, Step S22 specifically involves: starting from the gradient compensation starting point in the uphill and downhill directions respectively, traversing all block sections in the line in the corresponding directions, generating a gradient compensation point at regular intervals, and calculating the actual gradient compensation value corresponding to each gradient compensation point; the actual gradient compensation value of each gradient compensation point is the smaller of the theoretical gradient compensation value of that point and the theoretical gradient compensation value at a position one step away.

8. The offline slope compensation calculation method as described in 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 offline slope compensation calculation method as described in claim 8, characterized in that, The calculation process for the theoretical slope compensation value includes the following steps: Calculate the actual slope value at any point on the route map; The actual gradient values ​​of each carriage's location are converted according to their mass ratio to obtain the actual gradient conversion value, which is used as the theoretical gradient compensation value at the location of the train's locomotive.

10. The offline slope compensation calculation method as described in claim 9, characterized in that, The formula for calculating the true slope value is: Grade(x) = Begin_gradient + Distance / Radius, where 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.

11. The offline slope compensation calculation method as described in claim 9, characterized in that, When there are convergence nodes within the vehicle body, it is necessary to consider two scenarios: the train is on a directional branch path and a reverse branch path. The actual slope conversion value is calculated for both scenarios, and the smallest actual slope conversion value is selected as the final theoretical compensation slope value.

12. The offline slope compensation calculation method as described in claim 3, characterized in that, In the process of generating the gradient compensation point in step S22, special processing is required when encountering the start and end points of the block section, the convergence node of the turnout, the divergence node of the turnout, and the track boundary to generate the corresponding gradient compensation point.

13. The offline slope compensation calculation method as described in claim 12, characterized in that, When the starting or ending point of a block section is not a slope compensation point generated according to the step length, a slope compensation point is forcibly generated at the starting or ending point of the block section. The actual slope compensation value of the slope compensation point is the theoretical slope compensation value at the nearest upstream slope compensation point generated according to the step length. 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 the turnout divergence point, a slope compensation point is generated at the turnout divergence point. The 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 along 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 nearest slope compensation point 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 location.

14. The offline slope compensation calculation method as described in claim 1, characterized in that, Step S3 specifically involves: within the same block section, in the same uphill or downhill direction, if the actual slope compensation values ​​of two consecutive slope compensation points are the same, then the downstream slope compensation point is deleted. However, the slope compensation starting point, as well as the slope compensation points at the beginning and end points of the block section, need to be retained. The slope compensation points that are ultimately retained are the slope compensation change points.

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

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

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