Target speed curve planning method in train pull-in parking stage

Abstract

The invention provides a method for planning a target speed curve in a train pull-in parking stage. The method comprises the following steps: S1, reading speed limiting information in a train pull-in braking stage from a route electronic map; s2, according to the speed limiting information, a pre-braking rate sequence is obtained based on a segmented uniform deceleration motion model; s3, smoothing the pre-braking rate sequence to obtain a target braking rate sequence; s4, obtaining a target speed curve of each speed limiting section based on an acceleration and deceleration motion model according to the target speed and the target braking rate sequence at the starting point; and S5, performing interpolation processing on the target speed curve of each speed limiting section to obtain target speed curves at equal time intervals so as to complete the target speed curve planning in the train arrival parking stage. According to the method, the target speed curve in the train pull-in parking stage is smooth, the braking deceleration change in the whole deceleration stage is small, the situation of switching between deceleration and constant speed back and forth is avoided, the riding comfort of passengers is greatly improved, and the operation energy consumption is correspondingly reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation control, and in particular to a method for planning a target speed curve during a train entry and stop phase. Background Art

[0002] The train automatic driving subsystem ATO generates a target speed curve based on the line information provided by the mobile authorization MA under the protection of the protection system ATP. The ATO controller controls the train speed according to the target speed curve to achieve automatic driving.

[0003] In order to realize the automatic operation of the train, it is necessary to generate a reasonable target speed curve vs curve based on the train's operating time requirements, line speed limit, section length, vehicle performance and other information, so that the train can run according to the target speed curve to meet the operating requirements such as operating time, safety, and energy saving.

[0004] Domestic and foreign scholars have conducted extensive research on the target speed curve of ATO and proposed corresponding solutions. Reference 1 "Research on the target speed curve of ATO of high-speed railway under temporary speed limit conditions" (Zhang Jiangtao; Wu Xiaochun. Railway Standard Design. 2020 (09)) In order to achieve energy-saving operation during the train stop phase, the train target speed curve is designed to be divided into two sections: idling and braking. Figure 4 In view of the problem of temporary speed limit adjustment, a PSO algorithm is proposed to search for the optimal cruise-coasting operating mode transition point and calculate the target speed.

[0005] However, this solution requires the use of optimization technology to search for the switching point between coasting and braking, which requires a lot of calculations, a long search time, and high hardware computing power. At the same time, since there is no limit on the rate of change of acceleration, the speed curve obtained may have excessive acceleration, resulting in poor passenger comfort.

[0006] Reference 2 "Study on Calculation of Target Speed ​​Curve of Rail Transit Train Based on S-curve Acceleration and Deceleration Control Method" (Wang Hainan. Urban Rail Transit Research. 2021(07)) uses an S-curve model to calculate the target speed curve of the train. The S-curve acceleration and deceleration control method divides the control process into 7 stages: acceleration, uniform acceleration, deceleration, uniform speed, acceleration and deceleration, uniform deceleration, and deceleration. The time period corresponding to each stage is t 1 ,t 2 ,t 3 ,t 4 ,t 5 ,t 6 ,t 7 ,like Figure 5As shown. Among them, in the four stages of acceleration, deceleration, acceleration and deceleration, the absolute value of the train's acceleration (i.e. the rate of change of acceleration) J is constant; the acceleration in the uniform acceleration and uniform deceleration stages is constant, amax is the maximum acceleration; the acceleration in the uniform speed process is 0. This control method continuously changes the acceleration at any time, which can avoid impact and make the speed curve smooth. During the operation of the train, an s-curve is applied to each speed limit section to plan the corresponding target speed curve. Figure 6 For example, during the train's entry and stop phase, the speed limit section is divided into three sections: speed limit section 1, 2, and 3. Taking speed limit section 1 as an example, the target speed for entering speed limit section 1 is 5, the highest speed in the interval is the target speed 6, and the target speed for exiting the section is 7. Given these three speed constraints, the target speed of the section is planned according to the S-curve method. Repeat the same process for speed limit sections 2 and 3 to complete the calculation of the target speed for the stop phase.

[0007] The current solution has multiple speed limit sections when the train stops at the station, so the target speed calculation is divided into multiple S curves according to the number of speed limit sections, and then spliced. Since each S curve may consist of deceleration, constant speed, or even acceleration, the spliced ​​braking stage speed curve will switch between acceleration, constant speed, and braking states, reducing the comfort of the train and increasing the operating energy consumption. Summary of the invention

[0008] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0009] The present invention provides a method for planning a target speed curve during a train stop phase, the method comprising:

[0010] S1, read the speed limit information of the train during the braking phase of entering the station from the line electronic map;

[0011] S2, according to the speed limit information, obtain the pre-braking rate sequence based on the motion model of segmented uniform deceleration;

[0012] S3, smoothing the pre-braking rate sequence to obtain the target braking rate sequence;

[0013] S4, according to the target speed and target braking rate sequence at the starting point, obtaining the target speed curve of each speed limit section based on the acceleration and deceleration motion model;

[0014] S5, interpolating the target speed curves of each speed limit section to obtain target speed curves at equal time intervals, so as to complete the target speed curve planning for the train entering the station and stopping stage.

[0015] Furthermore, the speed limit information during the braking phase of the train entering the station includes train position information and speed limit value information.

[0016] Furthermore, S2 includes: dividing the train position into corresponding speed limit sections according to the number of speed limit sections; taking the speed limit values ​​at the starting position and the end position of each speed limit section minus the safety speed margin as the pre-planned target speed corresponding to each starting position and the end position, wherein the pre-planned target speed of the end parking position is 0; obtaining the pre-braking rate of each speed limit section according to the pre-planned target speed of the starting position and the end position of each speed limit section and the length of each speed limit section according to the uniform deceleration motion model; the pre-braking rate of each speed limit section is arranged in position order as a pre-braking rate sequence.

[0017] Further, according to Get the pre-braking rate of each speed limit section, where dcc(i+1) is the pre-braking rate at the end position of the i-th speed limit section; vpre(i) and vpre(i+1) are the pre-planned target speeds at the starting position and the end position of the i-th speed limit section, respectively; s(i) and s(i+1) are the starting position and the end position of the i-th speed limit section, respectively, i=1,2,…,n, and n is an integer.

[0018] Furthermore, S3 includes: determining whether the absolute difference between any two adjacent pre-braking rates in the pre-braking rate sequence is greater than a preset braking rate difference; if so, changing the pre-braking rate in the subsequent speed limit section to the pre-braking rate in the previous speed limit section plus the preset braking rate difference for smoothing; the pre-braking rates of each speed limit section after smoothing are arranged in order of position into a target braking rate sequence.

[0019] Furthermore, S4 includes:

[0020] S41, adopting a constant-jump deceleration model for the speed limit section at the starting point to obtain the current speed limit section running time and the target speed at the end point of the current speed limit section;

[0021] S42, determine the current speed limit section Is it less than 0, where v(i) is the target speed at the starting point of the i-th speed limit section, s(i) and s(i+1) are the starting point and end point of the i-th speed limit section respectively. dcc_g(1) is the target braking rate at the starting point, dcc_g(i+1) is the target braking rate at the end point of the i-th speed limit section, If temp≥0, enter the next speed limit section and determine whether the current speed limit section is the last speed limit section; if temp<0, the current speed limit section is changed to a deceleration-uniform speed model, and the train uniform speed starting position and speed value are obtained according to the target braking rate sequence and the target speed at the starting point of the current speed limit section;

[0022] S43, determining whether the distance between the current train position and the final stop position is greater than the preset braking distance. If so, the train is kept running at a constant speed and returns to determine whether the distance between the current train position and the final stop position is greater than the preset braking distance. If not, the train is braked once to the final stop position according to the preset braking rate.

[0023] S44, obtaining a target speed curve for each speed limit section according to the corresponding relationship between the position and the target speed in S41 to S43.

[0024] Further, in S41, according to Get the running time of the current speed limit section, where Δt is the running time of the current speed limit section.

[0025] Further, in S42, the uniform speed starting position of the train is obtained according to the starting position of the current speed limit section and the distance of the deceleration mode operation in the current speed limit section, wherein the distance of the deceleration mode operation in the current speed limit section is

[0026] Further, the uniform speed value Vss1 in the current speed limit section is obtained according to Vss1=v(i)+a(i)*tss1-0.5*a(i)*tss1*tss1, wherein tss1 is the duration of the deceleration mode in the current speed limit section.

[0027]

[0028] Furthermore, in S42, it is determined whether the current speed limit section is the last speed limit section. If the current speed limit section is the last speed limit section, S43 is executed; if the current speed limit section is not the last speed limit section, a constant-step deceleration model is used for the current speed limit section to obtain the running time of the current speed limit section and the target speed of the end point of the current speed limit section, and it is returned to determine whether the current speed limit section temp is less than 0.

[0029] By applying the technical solution of the present invention, a method for planning the target speed curve of the train's entry and stop phase is provided. The method obtains a pre-braking rate sequence based on a motion model of segmented uniform deceleration according to speed limit information, smoothes the pre-braking rate sequence, and then obtains the target speed curve of each speed limit section based on the motion model of acceleration and deceleration. Finally, the target speed curve is interpolated to obtain the final target speed curve. The target speed curve of the train's entry and stop phase obtained by the present invention is smooth, and the braking deceleration changes little during the entire deceleration phase, avoiding the situation of switching back and forth between deceleration and uniform speed, greatly improving the riding comfort of passengers, and reducing the operating energy consumption accordingly. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The included drawings are used to provide a further understanding of the embodiments of the present invention, which constitute a part of the specification, are used to illustrate the embodiments of the present invention, and together with the text description, explain the principles of the present invention. Obviously, the drawings in the following description are only some embodiments of the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0031] Figure 1 A schematic flow chart of a method for planning a target speed curve during a train stop phase at a station provided according to a specific embodiment of the present invention is shown;

[0032] Figure 2 It shows a schematic diagram of a process of smoothing a pre-braking rate sequence according to a specific embodiment of the present invention;

[0033] Figure 3 A schematic diagram of a process for obtaining a target speed curve for each speed limit section based on an acceleration / deceleration motion model provided according to a specific embodiment of the present invention is shown;

[0034] Figure 4 A schematic diagram of a train target speed curve in document 1 is shown;

[0035] Figure 5 The figure shows the seven-stage parameter change schematic diagram based on the s-curve in Reference 2;

[0036] Figure 6 A schematic diagram of the train speed limit curve in document 2 is shown. DETAILED DESCRIPTION

[0037] It should be noted that, in the absence of conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0038] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0039] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to actual proportional relationships. The technology, methods and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but in appropriate cases, the technology, methods and equipment should be considered as a part of the specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values.

[0040] like Figure 1 As shown, according to a specific embodiment of the present invention, a method for planning a target speed curve during a train entering a station and stopping is provided, and the method for planning a target speed curve during a train entering a station and stopping comprises:

[0041] S1, read the speed limit information of the train during the braking phase of entering the station from the line electronic map;

[0042] S2, according to the speed limit information, obtain the pre-braking rate sequence based on the motion model of segmented uniform deceleration;

[0043] S3, smoothing the pre-braking rate sequence to obtain the target braking rate sequence;

[0044] S4, according to the target speed and target braking rate sequence at the starting point, obtaining the target speed curve of each speed limit section based on the acceleration and deceleration motion model;

[0045] S5, interpolating the target speed curves of each speed limit section to obtain target speed curves at equal time intervals, so as to complete the target speed curve planning for the train entering the station and stopping stage.

[0046] By applying this configuration, a method for planning the target speed curve of the train's approaching and stopping stage is provided. The method obtains a pre-braking rate sequence based on a motion model of segmented uniform deceleration according to speed limit information, smoothes the pre-braking rate sequence, and then obtains the target speed curve of each speed limit section based on the motion model of acceleration and deceleration. Finally, the target speed curve is interpolated to obtain the final target speed curve. The target speed curve of the train approaching and stopping stage obtained by the present invention is smooth, and the braking deceleration changes little during the entire deceleration stage, avoiding the situation of switching back and forth between deceleration and uniform speed, greatly improving the riding comfort of passengers, and reducing the operating energy consumption accordingly.

[0047] Furthermore, in the present invention, in order to realize the target speed curve planning of the train entering the station and stopping stage, firstly, the speed limit information of the train entering the station and braking stage is read from the line electronic map. As a specific embodiment of the present invention, the speed limit information of the train entering the station and braking stage includes the train position information and the speed limit value information.

[0048] Furthermore, in the present invention, after the speed limit information is obtained, the pre-braking rate sequence is obtained based on the motion model of segmented uniform deceleration according to the speed limit information.

[0049] As a specific embodiment of the present invention, the train position is divided into corresponding speed limit sections according to the number of speed limit sections; the speed limit values ​​at the starting position and the end position of each speed limit section minus the safety speed margin are used as the pre-planned target speeds corresponding to each starting position and the end position, wherein the pre-planned target speed of the terminal parking position is 0; based on the pre-planned target speeds at the starting position and the end position of each speed limit section and the length of each speed limit section, the pre-braking rate of each speed limit section is obtained according to the uniform deceleration motion model; the pre-braking rates of each speed limit section are arranged in position order as a pre-braking rate sequence.

[0050] Specifically, the speed limit sections can be divided into [s1-s2], [s2-s3], [s3-s4], ... Taking the first interval as an example, the speed limit value vlim(s2) of s2 at the end point of the interval minus the safety speed margin deltv is taken as the pre-planned target speed of s2 at the end point.

[0051] In this embodiment, according to Get the pre-braking rate of each speed limit section, where dcc(i+1) is the pre-braking rate at the end position of the i-th speed limit section, that is, the pre-braking rate at the starting position of the i+1-th speed limit section; vpre(i) and vpre(i+1) are the pre-planned target speeds at the starting position and the end position of the i-th speed limit section, respectively; s(i) and s(i+1) are the starting position and the end position of the i-th speed limit section, respectively, i=1,2,…,n, and n is an integer.

[0052] For a single section, the pre-braking rate sequence of the section can be solved according to the uniform deceleration mode.

[0053] Furthermore, in the present invention, after the pre-braking rate sequence is obtained, the pre-braking rate sequence is smoothed to obtain the target braking rate sequence.

[0054] As a specific embodiment of the present invention, Figure 2As shown, it is determined whether the absolute difference between any two adjacent pre-braking rates in the pre-braking rate sequence is greater than the preset braking rate difference. If so, the pre-braking rate in the subsequent speed limit section is changed to the pre-braking rate in the previous speed limit section plus the preset braking rate difference for smoothing; the pre-braking rates of each speed limit section after smoothing are arranged in position order as a target braking rate sequence.

[0055] In this embodiment, if the absolute difference between two adjacent pre-braking rates is greater than the preset braking rate difference, it is considered that there is a jump in the pre-braking rate, and the pre-braking rate in the rear speed limit section is an abnormal point, which needs to be smoothed. The preset braking rate difference can be adjusted according to actual conditions, for example, it can be taken as 0.05. If the absolute difference between two adjacent pre-braking rates is not greater than the preset braking rate difference, there is no need to adjust the braking rate value.

[0056] Furthermore, in the present invention, after the target braking rate sequence is obtained, the target speed curve of each speed limit section is obtained based on the motion model of acceleration and deceleration according to the target speed at the starting point and the target braking rate sequence.

[0057] As a specific embodiment of the present invention, Figure 3 As shown, obtaining the target speed curve of each speed limit section based on the acceleration and deceleration motion model specifically includes:

[0058] S41, adopting a constant-step deceleration model for the speed limit section at the starting point to obtain the current speed limit section running time and the target speed at the end point of the current speed limit section.

[0059] S42, determine the current speed limit section Is it less than 0? If temp ≥ 0, enter the next speed limit section and determine whether the current speed limit section is the last speed limit section; if temp < 0, the current speed limit section is changed to a deceleration-uniform speed model, and the train uniform speed starting position and speed value are obtained according to the target braking rate sequence and the target speed at the starting point of the current speed limit section.

[0060] S43, determine whether the distance between the current train position and the terminal parking position is greater than the preset braking distance. If so, keep the train running at a constant speed and return to determine whether the distance between the current train position and the terminal parking position is greater than the preset braking distance; if not, the train brakes once to the terminal parking position according to the preset braking rate.

[0061] S44, obtaining a target speed curve for each speed limit section according to the corresponding relationship between the position and the target speed in S41 to S43.

[0062] The following is a detailed description of each step:

[0063] In S41, in order to ensure that the target braking rate changes smoothly between adjacent speed limit sections, the speed limit section at the starting point is first changed from a uniform deceleration model to a deceleration acceleration model with a constant jump j, and the current speed limit section running time and the target speed at the end of the current speed limit section are recalculated to generate a corresponding target speed curve. The jump j is the acceleration change rate.

[0064] Specifically, according to the constant jump motion model, the equation This equation is a quadratic equation with respect to time Δt, and has positive roots. From this, we can deduce that Get the current speed limit section running time, where Δt is the current speed limit section running time, v(i) is the target speed at the starting point of the i-th speed limit section, s(i) and s(i+1) are the starting point and end point of the i-th speed limit section, respectively. dcc_g(1) is the target braking rate at the starting point, dcc_g(i+1) is the target braking rate at the end point of the i-th speed limit section,

[0065] Furthermore, the constant jump j of the current speed limit section can be obtained according to the running time Δt of the current speed limit section, and the target speed at the end point of the current speed limit section can be further obtained.

[0066] In S42, when the speed is low, This indicates that the vehicle speed will drop to 0 in advance. Therefore, this type of speed limit section needs to add a uniform speed stage, that is, the speed curve is deceleration-uniform speed. Get the distance deltss1 of the deceleration mode in the current speed limit section. According to the starting position of the current speed limit section and the distance deltss1 of the deceleration mode in the current speed limit section, the uniform speed starting position of the train can be obtained. Obtain the duration tss1 of the deceleration mode in the current speed limit section; obtain the uniform speed value Vss1 in the current speed limit section according to Vss1=v(i)+a(i)*tss1-0.5*a(i)*tss1*tss1.

[0067] If temp ≥ 0, enter the next speed limit section and determine whether the current speed limit section is the last speed limit section. If the current speed limit section is the last speed limit section, execute S43; if the current speed limit section is not the last speed limit section, as described in S41, use a constant jump deceleration model for the current speed limit section, obtain the running time of the current speed limit section and the target speed of the end point of the current speed limit section, and return to determine whether the current speed limit section temp is less than 0.

[0068] In S43, it is determined whether the distance between the current train position and the terminal parking position is greater than the preset braking distance. If so, the train is kept running at a constant speed and returns to determine whether the distance between the current train position and the terminal parking position is greater than the preset braking distance; if not, the train is braked once to the terminal parking position according to the preset braking rate.

[0069] The train maintains a constant speed mode until the preset braking distance from the terminal stop position. The train brakes once to the terminal stop position according to the preset braking rate. The speed of the terminal stop position is 0, and the target speed curve is a uniform deceleration curve. The starting position of the terminal single braking stop type speed limit section is obtained according to s(end)-dtg, where s(end) is the terminal stop position and dtg is the preset braking distance.

[0070] Furthermore, in the present invention, after obtaining the target speed curve of each speed limit section, the target speed curve of each speed limit section is interpolated to obtain target speed curves with equal time intervals, so as to complete the target speed curve planning of the train entering the station and stopping stage. The final target speed curve can be packaged and output.

[0071] In the present invention, the target speed curve trend in the braking phase is a deceleration trend. When planning the target speed, only the uniform speed and deceleration states of the S curve are retained, and the acceleration state will not appear. This avoids the aircraft switching between uniform speed, acceleration, and braking states, reducing unnecessary traction energy consumption. At the same time, the advantage of the continuous change of the S curve acceleration is retained to ensure the comfort of operation.

[0072] In order to further understand the present invention, the following Figures 1 to 3 The target speed curve planning method for the train entry and stop phase of the present invention is described in detail.

[0073] like Figures 1 to 3 As shown, according to a specific embodiment of the present invention, a method for planning a target speed curve during a train's entry and stop phase is provided. The method for planning a target speed curve during a train's entry and stop phase includes the following steps.

[0074] S1, read the speed limit information from the Excel file. The first column stores the location information in cm, and the second column stores the speed limit value information in cm / s.

[0075] S2, according to the number of speed limit sections, divide the train position into corresponding speed limit sections; subtract the safety speed margin from the speed limit value at the starting position and the end position of each speed limit section as the pre-planned target speed corresponding to each starting position and the end position, where the pre-planned target speed at the end stop position is 0; according to The pre-braking rate of each speed limit section is obtained; the pre-braking rate of each speed limit section is arranged in a pre-braking rate sequence according to the position order.

[0076] S3, judging whether the absolute difference between any two adjacent pre-braking rates in the pre-braking rate sequence is greater than the preset braking rate difference. If so, the pre-braking rate in the subsequent speed limit section is changed to the pre-braking rate in the previous speed limit section plus the preset braking rate difference for smoothing; the pre-braking rates of the speed limit sections after smoothing are arranged in position order as a target braking rate sequence. The preset braking rate difference is taken as 0.05.

[0077] S41, a constant jump deceleration model is used for the speed limit section at the starting point, according to Get the running time of the current speed limit section. According to the running time Δt of the current speed limit section, the constant jump j of the current speed limit section can be obtained, and further the target speed of the end point of the current speed limit section can be obtained.

[0078] S42, determine the current speed limit section Is it less than 0?

[0079] If temp ≥ 0, enter the next speed limit section and determine whether the current speed limit section is the last speed limit section. If the current speed limit section is the last speed limit section, execute S43; if the current speed limit section is not the last speed limit section, as described in S41, use a constant jump deceleration model for the current speed limit section, obtain the running time of the current speed limit section and the target speed of the end point of the current speed limit section, and return to determine whether the current speed limit section temp is less than 0.

[0080] If temp<0, the current speed limit section is changed to a deceleration-constant speed model. Get the distance deltss1 of the deceleration mode in the current speed limit section. According to the starting position of the current speed limit section and the distance deltss1 of the deceleration mode in the current speed limit section, the uniform speed starting position of the train can be obtained. Obtain the duration tss1 of the deceleration mode in the current speed limit section; obtain the uniform speed value Vss1 in the current speed limit section according to Vss1=v(i)+a(i)*tss1-0.5*a(i)*tss1*tss1.

[0081] S43, determine whether the distance between the current train position and the final stop position is greater than the preset braking distance. If so, keep the train moving at a constant speed and return to determine whether the distance between the current train position and the final stop position is greater than the preset braking distance; if not, the train brakes to the final stop position once according to the preset braking rate. Preset braking distance dtg = vss1 2 / 2 / 0.2, the preset braking rate is -0.2m / s / s.

[0082] S44, obtaining a target speed curve for each speed limit section according to the corresponding relationship between the position and the target speed in S41 to S43.

[0083] S5, interpolating the target speed curves of each speed limit section to obtain target speed curves at equal time intervals, so as to complete the target speed curve planning for the train entering the station and stopping stage.

[0084] Each step in the present invention can be encapsulated into an independent function for calculation.

[0085] In summary, the present invention provides a method for planning a target speed curve during the train's approaching and stopping phase. The method obtains a pre-braking rate sequence based on a motion model of segmented uniform deceleration according to speed limit information, smoothes the pre-braking rate sequence, and then obtains a target speed curve for each speed limit section based on a motion model of acceleration and deceleration. Finally, the target speed curve is interpolated to obtain the final target speed curve. The target speed curve obtained by the present invention during the train's approaching and stopping phase is smooth, and the braking deceleration changes little during the entire deceleration phase, avoiding the situation of switching back and forth between deceleration and uniform speed, greatly improving passenger riding comfort, and reducing operating energy consumption accordingly.

[0086] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for planning a target speed curve during a train stop phase, characterized in that: The target speed curve planning method for the train entry and stop phase includes: S1, read the speed limit information of the train during the braking phase of entering the station from the line electronic map; S2, according to the speed limit information, obtaining a pre-braking rate sequence based on a motion model of segmented uniform deceleration; S3, performing smoothing processing on the pre-braking rate sequence to obtain a target braking rate sequence; S4, obtaining a target speed curve for each speed limit section based on a motion model of acceleration and deceleration according to the target speed at the starting point and the target braking rate sequence; S5, interpolating the target speed curves of the speed limit sections to obtain target speed curves at equal time intervals, so as to complete the target speed curve planning for the train entering the station and stopping stage.

2. The method for planning a target speed curve during a train stop phase at a station according to claim 1, characterized in that: The speed limit information during the train entry braking phase includes train position information and speed limit value information.

3. The method for planning a target speed curve during a train stop phase at a station according to claim 1 or 2, characterized in that: S2 includes: According to the number of speed limit sections, the train position is divided into corresponding speed limit sections; The speed limit values ​​at the starting point and the end point of each speed limit section minus the safety speed margin are taken as the pre-planned target speeds corresponding to each starting point and the end point, wherein the pre-planned target speed of the terminal parking position is 0; according to the pre-planned target speeds at the starting point and the end point of each speed limit section and the length of each speed limit section, the pre-braking rate of each speed limit section is obtained according to the uniform deceleration motion model; the pre-braking rates of each speed limit section are arranged in order of position as the pre-braking rate sequence.

4. The method for planning a target speed curve during a train stop phase at a station according to claim 3, characterized in that: according to Get the pre-braking rate of each speed limit section, where dcc(i+1 is the pre-braking rate at the end position of the i-th speed limit section; vpre(i) and vpre(i+1) are the pre-planned target speeds at the starting position and the end position of the i-th speed limit section, respectively; s(i) and s(i+1) are the starting position and the end position of the i-th speed limit section, respectively, i=1,2,…,n, and n is an integer.

5. The method for planning a target speed curve during a train stop at a station according to claim 1, characterized in that: S3 includes: determining whether the absolute difference between any two adjacent pre-braking rates in the pre-braking rate sequence is greater than a preset braking rate difference; if so, changing the pre-braking rate in the subsequent speed limit section to the pre-braking rate in the previous speed limit section plus the preset braking rate difference for smoothing; the pre-braking rates of each speed limit section after smoothing are arranged in position order as the target braking rate sequence.

6. The method for planning a target speed curve during a train stop phase at a station according to claim 1, characterized in that: S4 includes: S41, adopting a constant-jump deceleration model for the speed limit section at the starting point to obtain the current speed limit section running time and the target speed at the end point of the current speed limit section; S42, determine the current speed limit section Is it less than 0, where v(i) is the target speed at the starting point of the i-th speed limit section, s(i) and s(i+1) are the starting point and end point of the i-th speed limit section respectively. dcc_g(1) is the target braking rate at the starting point, dcc_g(i+1) is the target braking rate at the end point of the i-th speed limit section, If temp≥0, enter the next speed limit section and determine whether the current speed limit section is the last speed limit section; if temp<0, the current speed limit section is changed to a deceleration-uniform speed model, and the train uniform speed starting position and speed value are obtained according to the target braking rate sequence and the target speed at the starting point of the current speed limit section; S43, determining whether the distance between the current train position and the final stop position is greater than the preset braking distance. If so, the train is kept running at a constant speed and returns to determine whether the distance between the current train position and the final stop position is greater than the preset braking distance. If not, the train is braked once to the final stop position according to the preset braking rate. S44, obtaining a target speed curve for each speed limit section according to the corresponding relationship between the position and the target speed in S41 to S43.

7. The method for planning a target speed curve during a train stop phase at a station according to claim 6, characterized in that: In S41, according to Get the running time of the current speed limit section, where Δt is the running time of the current speed limit section.

8. The method for planning a target speed curve during a train stop at a station according to claim 6, characterized in that: In S42, the train uniform speed starting position is obtained according to the starting position of the current speed limit section and the distance of the deceleration mode operation in the current speed limit section, wherein the distance of the deceleration mode operation in the current speed limit section is 9. The method for planning a target speed curve during a train stop phase at a station according to claim 6, characterized in that: According to Vss1=v(i)+a(i)*tss1-0.5*a(i)*tss1*tss1, the uniform speed value Vss1 in the current speed limit section is obtained, where tss1 is the duration of the deceleration mode in the current speed limit section.

10. The method for planning a target speed curve during a train stop phase at a station according to claim 6, characterized in that: In S42, determine whether the current speed limit section is the last speed limit section. If the current speed limit section is the last speed limit section, execute S43; if the current speed limit section is not the last speed limit section, use a constant jump deceleration model for the current speed limit section, obtain the current speed limit section running time and the target speed of the end point of the current speed limit section, and return to determine whether the current speed limit section temp is less than 0.

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