A method for planning a target speed curve of a train in a station stopping phase

Abstract

The application provides a train station-approaching parking phase target speed curve planning method, comprising the following steps: S1, reading speed limit information of a train station-approaching braking phase from a line electronic map; S2, obtaining a pre-braking rate sequence based on a piecewise uniform deceleration motion model according to the speed limit information; S3, performing smoothing processing on the pre-braking rate sequence to obtain a target braking rate sequence; S4, obtaining a target speed curve of each speed limit section based on an acceleration-deceleration motion model according to a target speed at a starting point and the target braking rate sequence; and S5, performing interpolation processing on the target speed curve of each speed limit section to obtain an equal-time-interval target speed curve, so as to complete the train station-approaching parking phase target speed curve planning. The train station-approaching parking phase target speed curve is smooth, the deceleration changes little in the whole deceleration phase, the deceleration-uniform speed switching situation is avoided, the passenger riding comfort is greatly improved, and the operation energy consumption is also reduced.

Description

Technical Field

[0001] This invention relates to the field of train operation control technology, and in particular to a method for planning the target speed curve during the train's entry into and stopping phase at a station. Background Technology

[0002] The Automatic Train Operation (ATO) subsystem generates a target speed curve based on the track information provided by the Movement Authorization (MA) system, under the protection of the Automatic Train Protection (ATP) system. The ATO controller then controls the train speed according to the target speed curve to achieve automatic train operation.

[0003] To achieve automated train operation, it is necessary to generate a reasonable target speed curve vs. curve based on information such as train operation time requirements, line speed limits, section length, and vehicle performance, so that the train can run according to the target speed curve, thereby meeting the operational requirements in terms of running 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 High-Speed ​​Railway ATO under Temporary Speed ​​Limit Conditions" (Zhang Jiangtao; Wu Xiaochun. Railway Standard Design. 2020(09)), proposes a target speed curve designed as a two-stage coasting-braking process to achieve energy-saving operation during the train's parking phase at the station. Figure 4 As shown. To address the issue of temporary speed limit adjustments, a PSO algorithm is proposed to search for the optimal cruise-coasting transition point and calculate the target speed.

[0005] This solution requires optimization techniques to search for the switching point between coasting and braking, which involves a large amount of computation, a long search time, and high hardware computing power requirements. Furthermore, because it does not limit the rate of change of acceleration, the resulting velocity curve may contain excessive acceleration, leading to a decrease in passenger comfort.

[0006] Reference 2, "Research 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 periods corresponding to each stage are t1, t2, t3, t4, t5, t6, and t7, respectively. Figure 5As shown in the diagram. In the four stages of acceleration, deceleration, acceleration / deceleration, and deceleration / deceleration, the absolute value of the train's jerk (i.e., the rate of change of acceleration) J is constant; the acceleration is constant during the uniform acceleration and uniform deceleration stages, with amax representing the maximum acceleration; the acceleration during the uniform speed process is 0. This control method ensures that the acceleration changes continuously at any given time, avoiding shocks and smoothing the speed curve. During train operation, an S-curve is applied to each speed-limited section to plan the corresponding target speed curve. Figure 6 For example, during the train's stopping phase at the station, the speed-limited section is divided into three segments: speed-limited segments 1, 2, and 3. Taking speed-limited segment 1 as an example, the target speed for entering speed-limited segment 1 is 5, the maximum speed within the segment is the target speed of 6, and the target speed for exiting the segment is 7. Given these three speed constraints, the target speed for this segment is planned using the S-curve method. The same process is repeated for speed-limited segments 2 and 3, thus completing the calculation of the target speed for the stopping phase.

[0007] The current scheme involves multiple speed-limited sections during the train's arrival and stopping phase at the station. Therefore, the target speed calculation is divided into multiple S-curves according to the number of speed-limited sections, and then spliced ​​together. Since each S-curve may consist of deceleration, constant speed, or even acceleration, the spliced ​​braking phase speed curve will switch between acceleration, constant speed, and braking states, reducing train comfort and increasing 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] This invention provides a method for planning the target speed curve during the train's parking phase at a station. The method includes:

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

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

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

[0013] S4. Based on the target speed and target braking rate sequence at the starting point, the target speed curves of each speed-limited section are obtained using the acceleration and deceleration motion model.

[0014] S5 performs interpolation processing on the target speed curves of each speed-limited section to obtain target speed curves with equal time intervals, in order to complete the target speed curve planning for the train entering and stopping phase.

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

[0016] Furthermore, S2 includes: dividing the train position into corresponding speed-limited sections according to the number of speed-limited segments; subtracting the safe speed margin from the speed limit values ​​at the start and end positions of each speed-limited section to obtain the pre-planned target speeds corresponding to each start and end position, wherein the pre-planned target speed at the end stopping position is 0; obtaining the pre-braking rate of each speed-limited section according to the pre-planned target speeds at the start and end positions of each speed-limited section and the length of each speed-limited section, using a uniform deceleration motion model; and arranging the pre-braking rates of each speed-limited section in positional order to form a pre-braking rate sequence.

[0017] Furthermore, according to Obtain the pre-braking rate for each speed-limited section, where dcc(i+1) is the pre-braking rate at the end position of the i-th speed-limited section; vpre(i) and vpre(i+1) are the pre-planned target speeds at the start and end positions of the i-th speed-limited section, respectively; s(i) and s(i+1) are the start and end positions of the i-th speed-limited section, respectively, i = 1, 2, ..., n, where n is an integer.

[0018] Further, 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, the pre-braking rate of the later speed-limited section is changed to the pre-braking rate of the earlier speed-limited section plus the preset braking rate difference for smoothing; the pre-braking rates of each speed-limited section after smoothing are arranged in positional order to form the target braking rate sequence.

[0019] Furthermore, S4 includes:

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

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

[0022] S43, determine whether the distance between the current train position and the destination stopping position is greater than the preset braking distance. If yes, maintain the train speed and return to determine whether the distance between the current train position and the destination stopping position is greater than the preset braking distance. If no, the train brakes to the destination stopping position in one go according to the preset braking rate.

[0023] S44: Obtain the target speed curve for each speed-limited section based on the correspondence between position and target speed in S41 to S43.

[0024] Furthermore, in S41, according to Get the current speed limit section travel time, where Δt is the current speed limit section travel time.

[0025] Furthermore, in S42, the starting position of the train at constant speed is obtained based on the starting position of the current speed-limited section and the distance traveled in the deceleration / acceleration mode within the current speed-limited section. The distance traveled in the deceleration / acceleration mode within the current speed-limited section...

[0026] Furthermore, the constant speed value Vss1 within the current speed-limited section is obtained according to Vss1=v(i)+a(i)*tss1-0.5*a(i)*tss1*tss1, where tss1 is the duration of the deceleration / acceleration mode within the current speed-limited 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 jump deceleration model is applied to the current speed limit section to obtain the running time of the current speed limit section and the target speed at the end of the current speed limit section, and then it is returned to determine whether the temp of the current speed limit section is less than 0.

[0029] This invention provides a method for planning the target speed curve during the train's station entry and stopping phase. The method obtains a pre-braking rate sequence based on a piecewise uniform deceleration motion model using speed limit information. This pre-braking rate sequence is then smoothed. Next, the target speed curve for each speed-limited section is obtained based on an acceleration / deceleration motion model. Finally, the target speed curve is interpolated to obtain the final target speed curve. The target speed curve obtained by this invention is smooth during the train's station entry and stopping phase, with minimal changes in braking deceleration throughout the deceleration phase. This avoids frequent switching between deceleration and uniform speed, greatly improving passenger comfort and reducing operating energy consumption. Attached Figure Description

[0030] The accompanying drawings, which form part of this specification, are provided to further illustrate embodiments of the invention and, together with the textual description, explain the principles of the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0031] Figure 1 A flowchart illustrating a target speed curve planning method for the train entering and stopping phase according to a specific embodiment of the present invention is shown.

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

[0033] Figure 3 A schematic diagram of the process for obtaining target speed curves for each speed-limited section using a motion model based on acceleration and deceleration according to a specific embodiment of the present invention is shown.

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

[0035] Figure 5 The diagram shows the parameter changes in the seven stages based on the s-curve in Reference 2;

[0036] Figure 6 A schematic diagram of the train speed limit curve from Reference 2 is shown. Detailed Implementation

[0037] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0040] like Figure 1 As shown, a target speed curve planning method for the train's parking phase is provided according to a specific embodiment of the present invention. This method includes:

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

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

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

[0044] S4. Based on the target speed and target braking rate sequence at the starting point, the target speed curves of each speed-limited section are obtained using the acceleration and deceleration motion model.

[0045] S5 performs interpolation processing on the target speed curves of each speed-limited section to obtain target speed curves with equal time intervals, in order to complete the target speed curve planning for the train entering and stopping phase.

[0046] This configuration method provides a target speed curve planning method for the train's station entry and stopping phase. The method obtains a pre-braking rate sequence based on a piecewise uniform deceleration motion model using speed limit information, smooths the pre-braking rate sequence, obtains the target speed curve for each speed-limited section based on an acceleration / deceleration motion model, and finally interpolates the target speed curve to obtain the final target speed curve. The target speed curve obtained by this invention is smooth during the train's station entry and stopping phase, with minimal changes in braking deceleration throughout the deceleration phase. This avoids frequent switching between deceleration and uniform speed, greatly improving passenger comfort and correspondingly reducing operating energy consumption.

[0047] Furthermore, in this invention, in order to plan the target speed curve during the train's braking phase at the station, the speed limit information for the train's braking phase at the station is first read from the electronic map of the railway line. As a specific embodiment of this invention, the speed limit information for the train's braking phase at the station includes train position information and speed limit value information.

[0048] Furthermore, in this invention, after obtaining the speed limit information, a pre-braking rate sequence is obtained based on the speed limit information and a piecewise uniform deceleration motion model.

[0049] As a specific embodiment of the present invention, the train position is divided into corresponding speed-limited sections according to the number of speed-limited segments; the speed limit value at the starting position and ending position of each speed-limited section is subtracted from the safe speed margin to obtain the pre-planned target speed corresponding to each starting position and ending position, wherein the pre-planned target speed at the ending stopping position is 0; based on the pre-planned target speed at the starting position and ending position of each speed-limited section and the length of each speed-limited section, the pre-braking rate of each speed-limited section is obtained according to the uniform deceleration motion model; the pre-braking rates of each speed-limited section are arranged in position order to form a pre-braking rate sequence.

[0050] Specifically, the speed-limited sections can be divided into [s1-s2], [s2-s3], [s3-s4], ... Taking the first section as an example, the speed limit value vlim(s2) at the end of the section is subtracted from the safe speed margin deltv as the pre-planned target speed at the end of the section s2.

[0051] In this embodiment, it can be based on Obtain the pre-braking rate for each speed-limited section, where dcc(i+1) is the pre-braking rate at the end position of the i-th speed-limited section, i.e., the pre-braking rate at the start position of the (i+1)-th speed-limited section; vpre(i) and vpre(i+1) are the pre-planned target speeds at the start and end positions of the i-th speed-limited section, respectively; s(i) and s(i+1) are the start and end positions of the i-th speed-limited section, respectively, i = 1, 2, ..., n, where n is an integer.

[0052] For a single interval, the pre-braking rate sequence of that interval can be solved by following the uniform deceleration model.

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

[0054] As a specific embodiment of the present invention, such as 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 of the subsequent speed-limited section will be changed to the pre-braking rate of the previous speed-limited section plus the preset braking rate difference for smoothing. The pre-braking rates of each speed-limited section after smoothing are arranged in positional order to form the target braking rate sequence.

[0055] In this embodiment, if the absolute difference between two adjacent pre-braking rates is greater than a preset braking rate difference, then the pre-braking rate is considered to have a jump, and the pre-braking rate in the rear speed-limited section is an anomaly, requiring smoothing processing. The preset braking rate difference can be adjusted according to actual conditions, for example, it can be set to 0.05. If the absolute difference between two adjacent pre-braking rates is not greater than the preset braking rate difference, then no adjustment of the braking rate value is required.

[0056] Furthermore, in this invention, after obtaining the target braking rate sequence, the target speed curves of each speed-limited section are obtained based on the target speed at the starting point and the target braking rate sequence, using an acceleration / deceleration motion model.

[0057] As a specific embodiment of the present invention, such as Figure 3 As shown, the specific methods for obtaining the target velocity curves for each speed-limited section based on the acceleration / deceleration motion model include:

[0058] S41, a constant jump deceleration model is used for the speed-limited section at the starting point to obtain the running time of the current speed-limited section and the target speed at the end of the current speed-limited section.

[0059] S42, determine the current speed limit section If temp is less than 0, then proceed to the next speed limit section and determine whether the current speed limit section is the last speed limit section; if temp is less than 0, then the current speed limit section is changed to a deceleration-uniform speed model, and the train's uniform speed start position and speed value are obtained based on 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 destination stopping position is greater than the preset braking distance. If yes, maintain the train speed and return to determine whether the distance between the current train position and the destination stopping position is greater than the preset braking distance. If no, the train brakes to the destination stopping position in one go according to the preset braking rate.

[0061] S44: Obtain the target speed curve for each speed-limited section based on the correspondence between position and target speed in S41 to S43.

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

[0063] In S41, to ensure a smooth change in the target braking rate between adjacent speed-limited sections, the speed-limited section at the starting point is first changed from a uniform deceleration model to a deceleration-acceleration model with a constant jump j. The running time of the current speed-limited section and the target speed at the end of the current speed-limited section are then recalculated, generating the corresponding target speed curve. Here, the jump j is the rate of change of acceleration.

[0064] Specifically, based on the constant jump motion model, the equation can be obtained. This equation is a quadratic equation in one variable with respect to time Δt, and it has positive roots. From this, we can deduce that... Obtain the current running time of the speed-limited section, where Δt is the current running time of the speed-limited section, v(i) is the target speed at the starting position of the i-th speed-limited section, and s(i) and s(i+1) are the starting and ending positions of the i-th speed-limited section, respectively. dcc_g(1) is the target braking rate at the starting point, and dcc_g(i+1) is the target braking rate at the end point of the i-th speed-limited section.

[0065] Furthermore, based on the current speed-limited section running time Δt, the constant jump j of the current speed-limited section can be obtained, and the target speed at the end of the current speed-limited section can be obtained.

[0066] In S42, when the speed is low, This indicates that the vehicle speed will drop to 0 earlier. Therefore, this type of speed-limited section needs to have a constant speed phase added, meaning the speed curve is deceleration-constant speed. Specifically, this can be determined according to... Obtain the distance deltss1 of the deceleration / acceleration mode operation within the current speed-limited section. Based on the starting position of the current speed-limited section and the distance deltss1 of the deceleration / acceleration mode operation within the current speed-limited section, the starting position of the train's constant speed can be obtained; based on... Get the duration tss1 of the deceleration / acceleration mode within the current speed limit section; get the constant speed value Vss1 within the current speed limit section according to Vss1=v(i)+a(i)*tss1-0.5*a(i)*tss1*tss1.

[0067] If temp≥0, proceed to 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, apply a constant jump deceleration model to the current speed limit section, obtain the running time of the current speed limit section and the target speed at the end of the current speed limit section, and return to determine whether temp of the current speed limit section is less than 0.

[0068] In S43, it is determined whether the distance between the current train position and the destination stopping position is greater than the preset braking distance. If so, the train is kept moving at a constant speed and returns to determine whether the distance between the current train position and the destination stopping position is greater than the preset braking distance. If not, the train brakes to the destination stopping position in one go according to the preset braking rate.

[0069] The train maintains a constant speed until it reaches the preset braking distance to the final stopping position. The train then brakes to the final stopping position in one continuous braking motion according to a pre-set braking rate. The speed at the final stopping position is 0, and the target speed curve is a uniform deceleration curve. The starting position of the final stopping speed-limited section is obtained based on s(end) - dtg, where s(end) is the final stopping position and dtg is the preset braking distance.

[0070] Furthermore, in this invention, after obtaining the target speed curves for each speed-limited section, interpolation processing is performed on the target speed curves for each speed-limited section to obtain target speed curves at equal time intervals, thereby completing the planning of the target speed curve for the train's entry and stopping phase. The final target speed curves are then packaged and output.

[0071] In this invention, the target speed curve during the braking phase exhibits a deceleration trend. When planning the target speed, only the constant speed and deceleration states of the S-curve are retained, eliminating the acceleration state. This avoids the vehicle switching between constant speed, acceleration, and braking states, reducing unnecessary traction energy consumption. Simultaneously, it retains the advantage of continuous acceleration variation of the S-curve, ensuring operational comfort.

[0072] To gain a further understanding of the present invention, the following description is provided in conjunction with... Figures 1 to 3 The target speed curve planning method for the train entering and stopping phase of the present invention will be described in detail.

[0073] like Figures 1 to 3 As shown in the figure, a target speed curve planning method for the train entering and stopping phase is provided according to a specific embodiment of the present invention. The target speed curve planning method for the train entering and stopping phase includes the following steps.

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

[0075] S2, based on the number of speed-limited sections, divide the train position into corresponding speed-limited zones; subtract the safe speed margin from the speed limit values ​​at the start and end positions of each speed-limited zone to obtain the pre-planned target speeds for each start and end position, where the pre-planned target speed at the final stopping position is 0; according to Obtain the pre-braking rate for each speed-limited section; the pre-braking rates of each speed-limited section are arranged in order of position to form a pre-braking rate sequence.

[0076] S3. Determine 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, change the pre-braking rate of the subsequent speed-limited section to the pre-braking rate of the previous speed-limited section plus the preset braking rate difference for smoothing. The pre-braking rates of each speed-limited section after smoothing are arranged in positional order to form the target braking rate sequence. The preset braking rate difference is set to 0.05.

[0077] S41, a constant-jump deceleration model is used for the speed-limited section at the starting point, based on... The current speed-limited section's running time is obtained. Based on the current speed-limited section's running time Δt, the constant jump j of the current speed-limited section can be obtained. Furthermore, the target speed at the end of the current speed-limited section can be obtained.

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

[0079] If temp≥0, proceed to 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, apply a constant jump deceleration model to the current speed limit section, obtain the running time of the current speed limit section and the target speed at the end of the current speed limit section, and return to determine whether temp of the current speed limit section is less than 0.

[0080] If temp < 0, the current speed-limited section changes to a deceleration-constant speed model, according to... Obtain the distance deltss1 of the deceleration / acceleration mode operation within the current speed-limited section. Based on the starting position of the current speed-limited section and the distance deltss1 of the deceleration / acceleration mode operation within the current speed-limited section, the starting position of the train's constant speed can be obtained; based on... Get the duration tss1 of the deceleration / acceleration mode within the current speed limit section; get the constant speed value Vss1 within the current speed limit section according to Vss1=v(i)+a(i)*tss1-0.5*a(i)*tss1*tss1.

[0081] S43, determine if the distance between the current train position and the final stopping position is greater than the preset braking distance. If yes, maintain the train's constant speed and return to determine if the distance between the current train position and the final stopping position is greater than the preset braking distance; if no, the train brakes to the final stopping position in one step according to the preset braking rate. Preset braking distance dtg = vss1 2 / 2 / 0.2, preset braking rate is -0.2m / s / s.

[0082] S44: Obtain the target speed curve for each speed-limited section based on the correspondence between position and target speed in S41 to S43.

[0083] S5 performs interpolation processing on the target speed curves of each speed-limited section to obtain target speed curves with equal time intervals, in order to complete the target speed curve planning for the train entering and stopping phase.

[0084] In this invention, each step can be encapsulated into an independent function for calculation.

[0085] In summary, this invention provides a method for planning the target speed curve during the train's arrival and stopping phase at a station. This method obtains a pre-braking rate sequence based on a piecewise uniform deceleration motion model using speed limit information, smooths the pre-braking rate sequence, obtains the target speed curve for each speed-limited section based on an acceleration / deceleration motion model, and finally performs interpolation processing on the target speed curve to obtain the final target speed curve. The target speed curve obtained by this invention is smooth during the train's arrival and stopping phase, with minimal changes in braking deceleration throughout the deceleration phase, avoiding frequent switching between deceleration and uniform speed. This significantly improves passenger comfort and correspondingly reduces operating energy consumption.

[0086] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for planning the target speed curve during the train's entry and stopping phase at a station, characterized in that, The target speed curve planning method for the train's entry and stopping phase includes: S1, reads the speed limit information of the train during the braking phase when entering the station from the electronic map of the line; S2, Based on the speed limit information, obtain the pre-braking rate sequence based on the piecewise uniform deceleration motion model; S3, Smooth the pre-braking rate sequence to obtain the target braking rate sequence; S4. Based on the target speed at the starting point and the target braking rate sequence, obtain the target speed curves for each speed-limited section based on the acceleration and deceleration motion model. S5, interpolate the target speed curves of each speed-limited section to obtain target speed curves with equal time intervals, so as to complete the target speed curve planning for the train entering and stopping stage. in, S2 includes: dividing the train position into corresponding speed-limited sections according to the number of speed-limited segments; subtracting the safe speed margin from the speed limit values ​​at the start and end positions of each speed-limited section to obtain the pre-planned target speeds corresponding to each start and end position, wherein the pre-planned target speed at the end stopping position is 0; obtaining the pre-braking rate of each speed-limited section according to a uniform deceleration motion model based on the pre-planned target speeds at the start and end positions of each speed-limited section and the length of each speed-limited section; and arranging the pre-braking rates of each speed-limited section in positional order to form the pre-braking rate sequence. according to Obtain the pre-braking rate for each speed-limited section, where dcc(i+1) is the pre-braking rate at the end position of the i-th speed-limited section; vpre(i) and vpre(i+1) are the pre-planned target speeds at the start and end positions of the i-th speed-limited section, respectively; s(i) and s(i+1) are the start and end positions of the i-th speed-limited section, respectively, i = 1, 2, ..., n, where n is an integer; S4 includes: S41, a constant jump deceleration model is used for the speed-limited section at the starting point to obtain the running time of the current speed-limited section and the target speed at the end of the current speed-limited section; S42, determine the current speed limit section. Whether it is less than 0, where v(i) is the target speed at the starting position of the i-th speed-limited section, and s(i) and s(i+1) are the starting and ending positions of the i-th speed-limited section, respectively. dcc_g(1) is the target braking rate at the starting point, and dcc_g(i+1) is the target braking rate at the end point of the i-th speed-limited section. If temp≥0, then proceed to the next speed limit section and determine whether the current speed limit section is the last speed limit section; if temp<0, then the current speed limit section is changed to a deceleration-uniform speed model, and the train uniform speed start 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, determine whether the distance between the current train position and the destination stopping position is greater than the preset braking distance. If yes, maintain the train speed and return to determine whether the distance between the current train position and the destination stopping position is greater than the preset braking distance. If no, the train brakes to the destination stopping position in one go according to the preset braking rate. S44: Obtain the target speed curve for each speed-limited section based on the correspondence between position and target speed in S41 to S43.

2. The target speed curve planning method for the train entering and stopping phase according to claim 1, characterized in that, The speed limit information during the train's braking phase upon entering the station includes train position information and speed limit value information.

3. The target speed curve planning method for the train entering and stopping phase 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 of the later speed-limited section to the pre-braking rate of the earlier speed-limited section plus the preset braking rate difference for smoothing; the pre-braking rates of each speed-limited section after smoothing are arranged in positional order to form the target braking rate sequence.

4. The target speed curve planning method for the train entering and stopping phase according to claim 1, characterized in that, In S41, according to Get the current speed limit section travel time, where Δt is the current speed limit section travel time.

5. The target speed curve planning method for the train entering and stopping phase according to claim 1, characterized in that, In S42, the starting position of the train at constant speed is obtained based on the starting position of the current speed-limited section and the distance traveled in deceleration / acceleration mode within the current speed-limited section. The distance traveled in deceleration / acceleration mode within the current speed-limited section...

6. The target speed curve planning method for the train entering and stopping phase according to claim 1, characterized in that, The constant speed value Vss1 within the current speed-limited section is obtained according to Vss1 = v(i) + a(i)*tss1 - 0.5*a(i)*tss1*tss1, where tss1 is the duration of the deceleration / acceleration mode within the current speed-limited section.

7. The target speed curve planning method for the train entering and stopping phase according to claim 1, characterized in that, 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 jump deceleration model is applied to the current speed limit section to obtain the running time of the current speed limit section and the target speed at the end of the current speed limit section, and then it is returned to determine whether the temp of the current speed limit section is less than 0.

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