Speed ​​limit curve optimization method, device, electronic device and storage medium

Abstract

The present invention discloses a speed limit curve optimization method, device, electronic device and storage medium, which relate to the field of train control technology. The method includes: determining the speed limit elevation point corresponding to the phase zone in front of the heavy-loaded locomotive; calculating the strictest target position and the strictest speed limit value in front of the speed limit elevation point; determining the relative position relationship between the phase zone and the deceleration zone and the constant speed zone based on the strictest target position and the strictest speed limit value; based on the relative position relationship, determining the locomotive speed of the heavy-loaded locomotive after it leaves the phase zone when the air brake is not triggered in the phase zone; determining the latest speed limit value of the speed limit elevation point based on the locomotive speed, the slope and length of the phase zone; determining the latest speed limit value of the heavy-loaded locomotive at the current position based on the latest speed limit value of the speed limit elevation point, and optimizing the original speed limit curve based on the latest speed limit value of the current position. This solution can avoid triggering air braking when the heavy-loaded locomotive passes through the phase zone.

Description

Technical Field

[0001] The present invention relates to the field of train control technology, and in particular to a speed limit curve optimization method, device, electronic equipment and storage medium. Background Art

[0002] A heavy-load locomotive usually refers to an extra-long and extra-heavy freight train. A heavy-load locomotive has a large vehicle load and a large number of train cars.

[0003] When controlling the operation of heavy-loaded locomotives, in order to ensure the efficiency of train operation, the automatic train control system ATO generally controls the speed of heavy-loaded locomotives to run close to the speed limit curve. When a heavy-loaded locomotive passes through the phase separation area, there is no electricity in the phase separation area and electric braking force cannot be provided. At this time, if the phase separation area is on a downhill line or in a deceleration area, the heavy-loaded locomotive will accelerate downhill or cannot be decelerated by electric braking force, resulting in the speed exceeding the speed limit curve, thereby triggering the air brake. Since heavy-loaded locomotives are different from ordinary locomotives, they have heavy loads and long formations. Applying air brakes to heavy-loaded locomotives will cause large impulses in heavy-loaded locomotives. Therefore, how to prevent the air brake from being triggered when a heavy-loaded locomotive passes through a phase separation area has become a technical problem that needs to be solved urgently. Summary of the Invention

[0004] The present invention provides a speed limit curve optimization method, device, electronic equipment and storage medium.

[0005] According to one aspect of the present invention, a speed limit curve optimization method is provided, comprising:

[0006] Determining a speed limit raising point corresponding to the phase separation zone according to an estimated starting position of the phase separation zone ahead of the heavy-load locomotive and the slope of the phase separation zone;

[0007] Calculating a strictest target position ahead of the speed limit raising point and a strictest speed limit value corresponding to the strictest target position; wherein the strictest target position refers to the position at which the heavy-load locomotive is to be decelerated when decelerating in accordance with the safest deceleration method;

[0008] Determining the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone based on the strictest target position and the strictest speed limit value, and in combination with the speed limit value corresponding to the estimated starting position in the original speed limit curve and the acceleration of the original speed limit curve;

[0009] Based on the relative position relationship, determining a locomotive speed of the heavy-load locomotive after exiting the phase separation zone when air braking is not triggered in the phase separation zone;

[0010] determining a latest speed limit value of the speed limit raising point according to the locomotive speed, the slope and the length of the phase separation zone;

[0011] According to the latest speed limit value of the speed limit raising point, the latest speed limit value of the heavy-load locomotive at the current position is determined, and the original speed limit curve is optimized according to the latest speed limit value of the current position.

[0012] According to another aspect of the present invention, a speed limit curve optimization device is provided, comprising:

[0013] A position estimation module is used to determine a speed limit raising point corresponding to the phase separation zone according to an estimated starting position of the phase separation zone ahead of the heavy-load locomotive and the slope of the phase separation zone;

[0014] a calculation module, configured to calculate a strictest target position ahead of the speed limit raising point and a strictest speed limit value corresponding to the strictest target position; wherein the strictest target position refers to a position at which the heavy-loaded locomotive is to be decelerated when decelerating in accordance with the safest deceleration method;

[0015] a position relationship determination module, configured to determine the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone based on the strictest target position and the strictest speed limit value, in combination with the speed limit value corresponding to the estimated starting position in the original speed limit curve and the acceleration of the original speed limit curve;

[0016] A first speed calculation module is configured to determine, based on the relative position relationship, a locomotive speed of the heavy-load locomotive after the heavy-load locomotive exits the phase separation zone when the air brake is not triggered in the phase separation zone;

[0017] a second speed calculation module, configured to determine a latest speed limit value of the speed limit raising point according to the locomotive speed, the slope and the length of the phase separation zone;

[0018] The third speed calculation module is used to determine the latest speed limit value of the heavy-load locomotive at the current position according to the latest speed limit value of the speed limit raising point, and optimize the original speed limit curve according to the latest speed limit value of the current position.

[0019] According to another aspect of the present invention, an electronic device is provided, comprising:

[0020] at least one processor; and

[0021] a memory communicatively connected to the at least one processor; wherein,

[0022] The memory stores a computer program executable by the at least one processor. The computer program is executed by the at least one processor so that the at least one processor can perform the speed limit curve optimization method described in the embodiment of the present invention.

[0023] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the speed limit curve optimization method according to an embodiment of the present invention when executed.

[0024] The technical solution of the embodiment of the present invention calculates in advance the speed of the heavy-loaded locomotive when it leaves the phase-splitting area without triggering the air brake, estimates the speed limit value of the speed limit raising point corresponding to the heavy-loaded locomotive entering the phase-splitting area based on the speed, and then estimates the speed limit value of the heavy-loaded locomotive at the current position based on the speed limit value of the speed limit raising point, and optimizes the original speed limit curve based on the newly estimated speed limit value of the current position, so as to control the operation of the heavy-loaded locomotive according to the optimized speed limit curve, thereby avoiding the heavy-loaded locomotive from triggering the air brake when passing through the phase-splitting area.

[0025] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0027] Figure 1 1 is a flow chart of a speed limit curve optimization method provided according to an embodiment of the present invention;

[0028] Figure 2 is a flow chart of another speed limit curve optimization method provided according to an embodiment of the present invention;

[0029] Figure 3 2 is a schematic structural diagram of a speed limit curve optimization device provided according to an embodiment of the present invention;

[0030] Figure 4 It is a structural diagram of an electronic device for implementing the speed limit curve optimization method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the solutions of the present invention, 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 embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0032] In an embodiment of the present invention, when controlling the operation of a heavy-loaded locomotive, if the operating speed of the heavy-loaded locomotive is controlled to be far lower than the speed limit curve (referring to the ATO speed limit curve), there is no need to consider the problem of triggering air braking in the phase-splitting area, but this control method will result in low train operation efficiency. In order to ensure the operating efficiency of the heavy-loaded locomotive, the train automatic driving system ATO generally controls the operating speed of the heavy-loaded locomotive to be close to the speed limit curve. However, when controlling the heavy-loaded locomotive through the phase-splitting area in this way, since there is no electricity in the phase-splitting area, the heavy-loaded locomotive will switch from the electric traction or electric braking state to the power-off traction / braking state. If the phase-splitting area is on a downhill line or a deceleration area, the speed of the heavy-loaded locomotive increases during operation in the phase-splitting area, and the operating speed of the heavy-loaded locomotive is very likely to exceed the ATO speed limit curve. At this time, the ATO system of the heavy-loaded locomotive can only use air braking to control the train to slow down. However, due to the large mass of the heavy-loaded locomotive, the application of air braking needs to consider factors such as charging and discharging delay and excessive impact rate. To avoid emergency air braking due to overspeeding in the split-phase zone, the present invention estimates the operating speed of a heavily loaded locomotive entering the split-phase zone without triggering the air brake, and optimizes the speed limit curve based on this estimate. This allows the heavily loaded locomotive to operate according to the optimized speed limit curve. The specific process is described in the following example.

[0033] Example 1

[0034] Figure 1 A flow chart of a speed limit curve optimization method provided in an embodiment of the present invention. This embodiment is applicable to scenarios where the operation of a heavy-loaded locomotive is controlled. Typically, it is applicable to scenarios where the heavy-loaded locomotive is controlled to avoid triggering air braking when passing through a phase separation zone. The method can be executed by a speed limit curve optimization device, which can be implemented in the form of hardware and / or software and can be configured in an electronic device.

[0035] like Figure 1 As shown, the speed limit curve optimization method includes:

[0036] S101. Determine a speed limit raising point corresponding to a phase separation zone in front of a heavy-loaded locomotive according to an estimated starting position of the phase separation zone and a slope of the phase separation zone.

[0037] In an embodiment of the present invention, before a heavy-loaded locomotive enters a phase separation zone, the automatic train driving system ATO may receive relevant information about the phase separation zone ahead of the heavy-loaded locomotive, which is sent by the automatic train protection system ATP; the relevant information may include the estimated starting position of the phase separation zone, the slope of the phase separation zone, and the ending position of the phase separation zone, etc.; and the relevant information about the phase separation zone may be optionally determined by the automatic train protection system ATP based on the signal feedback from the ground transponder.

[0038] After obtaining the slope information of the phase separation zone, it is possible to first determine whether the heavy-loaded locomotive needs to apply air brakes at the slope of the phase separation zone, that is, to determine whether the heavy-loaded locomotive needs to apply air brakes before entering the phase separation zone. Then, based on the judgment result, determine the speed limit raising point according to the phase separation zone; wherein, the speed limit raising point refers to the position point where the train speed limit value needs to be increased in order to ensure that the heavy-loaded locomotive does not trigger the air brake when passing through the phase separation zone; the speed limit raising point can be optionally the position point corresponding to the estimated starting position of the phase separation zone, or it can be a position point before the estimated starting position of the phase separation zone. Specifically, the acceleration a corresponding to the slope of the phase separation zone can be determined based on the mapping relationship between slope and acceleration. ramp ;Acceleration a corresponding to the slope of the phase separation zone ramp , and combined with the acceleration a of the heavy-load locomotive under maximum electric braking force 电 , the acceleration a generated by the basic running resistance of heavy-load locomotive resis and the original speed limit curve acceleration a toacc (optionally a predetermined constant value), determine the maximum acceleration a1 of the heavy-loaded locomotive at the slope of the phase separation zone; for example, a1 can be calculated according to the following formula: a1 = a 电 +a resis -a ramp +a to_acc. Further, in response to the maximum acceleration a1 being less than zero, it indicates that electric braking can be used to control speed at this slope. It is only necessary to ensure that the heavy-loaded locomotive will not trigger the air brake due to overspeed during operation in the phase zone. Therefore, the estimated starting position can be used as the speed limit raising point corresponding to the phase zone. Further, in response to the maximum acceleration a1 being greater than zero, it indicates that the maximum electric brake cannot control the heavy-loaded locomotive to reach the corresponding deceleration. Before entering the phase zone, the train automatic driving system ATO will use air braking to control the deceleration of the heavy-loaded locomotive. The timing of applying and canceling the air brake can be calculated in real time based on information such as the current speed and slope of the train. After the air brake is canceled, the electric brake needs to be maintained for a period of time to avoid the train pressing the hook. Therefore, a distance needs to be reserved in advance to avoid the air brake being immediately converted to a power-free state after it is canceled, that is, to avoid entering the phase zone immediately after the air brake is canceled. Therefore, it is necessary to determine the speed limit raising point before the estimated position in the phase zone. Optionally, the speed limit value gfx_restrict_v corresponding to the estimated starting position in the original speed limit curve, the acceleration a of the heavy-loaded locomotive under the maximum electric braking force, 电 , the time t (pre-configured value) that the electric brake needs to be maintained after the air brake is released is used to calculate the estimated moving distance of the starting position; for example, the moving distance len1 can be calculated according to the following formula: len1 = gfx_restrict_v*t+(a 电 *t*t) / 2; where the original speed limit curve refers to the speed limit curve to be optimized. Before optimization, the heavy-load locomotive's automatic train driving system controls the heavy-load locomotive's operation according to the original speed limit curve. Furthermore, based on the movement distance and the estimated starting position, a speed limit increase point corresponding to the phase separation zone is determined. Optionally, starting from the estimated starting position, the speed limit increase point is determined by moving forward a distance of len1. That is, if s0 is the estimated starting position, the speed limit increase point is the position corresponding to s0-len1.

[0039] S102: Calculate the strictest target position ahead of the speed limit raising point and the strictest speed limit value corresponding to the strictest target position.

[0040] In an embodiment of the present invention, during the deceleration process, the automatic train driving system ATO needs to know the specific location ahead where deceleration is required and the speed limit value in order to prevent the risk of overspeeding. This location is called the deceleration point location. During the deceleration process ahead, there may be more than one location where deceleration is required. At this time, it is necessary to determine which deceleration point location is the safest deceleration method. The determined deceleration point location is called the strictest target location, and the speed limit corresponding to the strictest target location is called the strictest speed limit value. That is, the strictest target location refers to the location where the heavy-loaded locomotive is to be decelerated when decelerating in accordance with the safest deceleration method.

[0041] In an optional implementation, the strictest target position in front of the speed limit raising point and the strictest speed limit value corresponding to the strictest target position are calculated, including: calculating the speed limit value of the speed limit raising point according to different deceleration point positions in front of the speed limit raising point and the speed limit values ​​corresponding to the different deceleration point positions; wherein, the deceleration point position and the speed limit value corresponding to the deceleration point position can be determined from the line speed limit data of the heavy-load locomotive, or can be determined from the ATO internal speed limit data, which is not specifically limited here. Optionally, different deceleration point positions and deceleration point speed limit values ​​can be represented in the form of a coordinate set, for example, [(tv1, tpos1), (tv2, tpos2), (tv3, tpos3)......(tv n , tposn)]; where (tv1, tpos1) is the position and speed of the first speed limit point. Specifically, tv1 is the speed limit value of the first deceleration point, and tpos1 is the position of the first deceleration point. The others are similar and are not listed here one by one. Based on each deceleration point, the speed limit value of the speed limit raising point can be calculated according to the following formula. Taking the nth deceleration point as an example, the speed limit value v′ of the speed limit raising point is n as follows: Where s is the position of the speed limit elevation point. Thus, a speed limit value for a speed limit elevation point can be determined for each deceleration point. The minimum speed limit value of the speed limit elevation points is determined, and the deceleration point corresponding to the minimum speed limit is used as the strictest target position, and the speed limit value at the deceleration point corresponding to the minimum speed limit is used as the strictest speed limit value. For example, if the speed limit value of the speed limit elevation point determined based on the nth deceleration point is the smallest, then the position of the nth speed limit point is used as the strictest target position, and the speed limit value of the nth deceleration point is used as the strictest speed limit value.

[0042] S103. Determine the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone based on the strictest target position and the strictest speed limit value, and in combination with the speed limit value corresponding to the estimated starting position in the original speed limit curve and the acceleration of the original speed limit curve.

[0043] In an embodiment of the present invention, the speed control module of the automatic train control system (ATO) controls the application of electric traction and braking force to the train based on the difference between the ATO speed limit and the current speed of the heavy-loaded locomotive. When the phase-splitting zone is located on an uphill route, if the train is in a constant speed zone, the train will power down and decelerate after receiving the estimated phase-splitting zone starting position sent by the automatic train protection system (ATP), and the air brake application logic will not be triggered. When the phase-splitting zone is located on an uphill route and the heavy-loaded locomotive is currently in the ATO deceleration zone, the ATO will power down and operate after receiving the estimated phase-splitting zone starting position sent by ATP. The ATO speed control module will still control the heavy-loaded locomotive to run close to the speed limit curve. If the maximum deceleration of the train in the phase-splitting zone exceeds the deceleration of the speed limit curve, the heavy-loaded locomotive's speed will exceed the speed limit curve, triggering the air brake application logic. When the phase-splitting zone is located on a downhill route, the train will accelerate after the heavy-loaded locomotive reaches the estimated phase-splitting zone starting position sent by ATP, and the train speed will exceed the speed limit curve, also triggering the air brake application logic. Therefore, it can be seen that the positional relationship between the phase separation zone, the deceleration zone, and the constant speed zone has a significant impact on the triggering of air brakes by heavy-loaded locomotives in the phase separation zone. In order to prevent heavy-loaded locomotives from triggering air brakes in the phase separation zone, the present invention needs to first determine the positional relationship between the phase separation zone, the deceleration zone, and the constant speed zone.

[0044] In an optional implementation, the process of determining the relative position relationship between the phase separation area and the deceleration area and the constant speed area includes: first, according to the most stringent target position tpos, the most stringent speed limit value tv, the speed limit value gfx_restrict_v corresponding to the estimated starting position in the original speed limit curve and the acceleration a of the original speed limit curve to_acc , determine the starting position tsm_pos of the deceleration zone. For example, it can be calculated according to the following formula: tsm_pos = tpos - ((tv*tv-gfx_restrict_v*gfx_restrict_v) / 2 / a to_acc ). According to the starting position tsm_pos of the deceleration zone, the speed limit raising point s corresponding to the phase separation zone and the ending position s1 of the phase separation zone, the relative position relationship between the phase separation zone and the deceleration zone and the constant speed zone is determined. Exemplarily, if tsm_pos is less than s, it is determined that the phase separation zone is in the deceleration zone; if tsm_pos is greater than s1, it is determined that the phase separation zone is in the constant speed zone; if tsm_pos is between s and s1, it is determined that the ending position of the phase separation zone is in the deceleration zone, and the estimated starting position of the phase separation zone is in the constant speed zone. Thus, the relative relationship includes that the phase separation zone is in the constant speed zone, the phase separation zone is in the deceleration zone, the estimated starting position of the phase separation zone is in the constant speed zone and the ending position of the phase separation zone is in the deceleration zone.

[0045] S104: Based on the relative position relationship, determine the locomotive speed of the heavy-load locomotive after it exits the phase separation area when air braking is not triggered in the phase separation area.

[0046] In the embodiment of the present invention, if the phase separation zone is in the deceleration zone or the estimated starting position of the phase separation zone is in the constant speed zone and the end position of the phase separation zone is in the deceleration zone, and the maximum acceleration a1 is less than zero, then according to the most stringent target position tpos, the most stringent speed limit value tv, the end position s1 of the phase separation zone and the original speed limit curve acceleration a to_acc , determine the locomotive speed v2 of the heavy-load locomotive after it leaves the phase separation zone without triggering the air brake. Exemplarily, the locomotive speed v2 can be calculated according to the following formula:

[0047] If the phase separation zone is in the deceleration zone or the estimated starting position of the phase separation zone is in the constant speed zone and the end position of the phase separation zone is in the deceleration zone, and the maximum acceleration a1 is greater than zero, then according to the most stringent target position tpos, the most stringent speed limit value tv, the end position of the phase separation zone s1, the original speed limit curve acceleration a to_acc , the acceleration a of the heavy-load locomotive under maximum electric braking force 电 The acceleration a corresponding to the slope of the phase separation zone ramp , determine the locomotive speed v2 of the heavy-load locomotive after it leaves the phase separation zone without triggering the air brake. Exemplarily, the locomotive speed v2 can be calculated according to the following formula: Where t is the time the electric brake needs to be maintained after the air brake is released.

[0048] If the phase separation zone is in a constant speed zone and the maximum acceleration a1 is less than zero, the speed limit value gfx_restrict_v corresponding to the estimated starting position in the original speed limit curve is used as the locomotive speed v2 of the heavy-loaded locomotive after it leaves the phase separation zone without triggering air braking; that is, v2 = gfx_restrict_v.

[0049] If the phase separation zone is in the constant speed zone and the maximum acceleration a1 is greater than zero, then according to the speed limit value gfx_restrict_v corresponding to the estimated starting position in the original speed limit curve, the acceleration a1 of the heavy-load locomotive under the maximum electric braking force 电 The acceleration a corresponding to the slope of the phase separation zone ramp , determine the locomotive speed v2 of the heavy-load locomotive after it leaves the phase separation area without triggering the air brake; optionally, the locomotive speed v2 can be calculated according to the following formula: Where t is the time the electric brake needs to be maintained after the air brake is released.

[0050] S105: Determine the latest speed limit value of the speed limit raising point according to the locomotive speed, the slope and the length of the phase separation zone.

[0051] In this embodiment of the present invention, the locomotive speed v2 is the estimated speed of the heavy-loaded locomotive when it exits the phase separation zone without triggering the air brake in the phase separation zone. To ensure that the heavy-loaded locomotive's speed when exiting the phase separation zone is equal to v2, it is necessary to estimate the latest speed limit value of the heavy-loaded locomotive when it reaches the speed limit increase point based on the relevant parameters of the phase separation zone. Optionally, the latest speed limit value tv′ of the speed limit increase point can be calculated according to the following formula: Among them, s0 is the estimated starting position of the phase separation zone; s1 is the end position of the phase separation zone, a ramp is the acceleration corresponding to the slope of the phase separation zone.

[0052] It can be understood that the latest speed limit value at the speed limit raising point is actually an estimated maximum speed at which a heavy-loaded locomotive can enter the phase separation zone from the speed limit raising point without triggering air braking in the phase separation zone.

[0053] S106. Determine the latest speed limit value of the heavy-load locomotive at the current position according to the latest speed limit value of the speed limit raising point, and optimize the original speed limit curve according to the latest speed limit value of the current position.

[0054] In the embodiment of the present invention, only when the heavy-loaded locomotive's running speed at the speed limit elevation point is ensured to be less than or equal to the latest speed limit value of the speed limit elevation point, the air brake will not be triggered when the heavy-loaded locomotive passes through the phase separation zone. To ensure that the running speed of the heavy-loaded locomotive at the speed limit elevation point is lower than the latest speed limit value of the speed limit elevation point, it is necessary to control the running speed of the heavy-loaded locomotive at the current position. Optionally, the latest speed limit value of the heavy-loaded locomotive at the current position is first determined based on the latest speed limit value of the speed limit elevation point. Optionally, the latest speed limit value cmdv at the current position can be calculated according to the following formula: Among them, s is the position of the speed limit raising point, and pos is the current position of the heavy-loaded locomotive. After determining the latest speed limit value at the current position, the original speed limit curve can be optimized according to the latest speed limit value at the current position. For example, the speed limit value at the current position in the original speed limit curve is modified to the latest speed limit value at the current position to obtain the optimized speed limit curve. Then, the heavy-loaded locomotive can be controlled to travel according to the optimized speed limit curve, which can ensure that the heavy-loaded locomotive passes through the phase zone without triggering the air brake. It can be understood that when optimizing the original speed limit curve, in addition to modifying the speed limit value of the relevant position in the original speed limit curve, a new speed limit curve can also be generated, which is not specifically limited here.

[0055] In an embodiment of the present invention, the speed of a heavy-loaded locomotive when it leaves the phase-splitting zone without triggering air braking is calculated in advance, and the speed limit value of the speed limit raising point corresponding to the heavy-loaded locomotive entering the phase-splitting zone is estimated based on the speed, and then the speed limit value of the heavy-loaded locomotive at the current position is estimated based on the speed limit value of the speed limit raising point. Based on the newly estimated speed limit value of the current position, the original speed limit curve is optimized so that the operation of the heavy-loaded locomotive can be controlled according to the optimized speed limit curve, which can avoid the heavy-loaded locomotive from triggering air braking when passing through the phase-splitting zone.

[0056] In this embodiment of the present invention, if a locomotive applies air brakes at an unreliable speed, the air brakes will not be released to a stop. If the phase separation zone is close to the station approach signal and the speed limit curve has a low speed limit, the automatic train control system (ATO) will trigger the air brake application logic based on conditions such as slope and speed limit, causing the train to stop prematurely. To avoid premature stops, this invention proposes another speed limit curve optimization method, as detailed in the following embodiment.

[0057] Example 2

[0058] Figure 2 The present invention provides a flow chart of a method for optimizing a speed limit curve. Figure 2 , the method comprises the following steps:

[0059] S201. Obtain the permissible speed curve planned by the automatic train protection system.

[0060] During a heavily loaded locomotive stop, the Automatic Train Protection (ATP) system uses the common braking curve to reverse-calculate the speed from the stop position to the train's current position. This curve is then sent to the Automatic Train Control (ATO). It's understood that for the same position, the speed limit of the ATP speed limit curve at that location is greater than the speed limit of the original speed limit curve at that location.

[0061] The train automatic driving system ATO can optimize the speed limit curve according to step S202 to prevent the heavily loaded locomotive from stopping prematurely.

[0062] S202: In response to the current vehicle speed satisfying a preset condition, modify the original speed limit curve to the allowable speed curve.

[0063] The preset conditions include the heavy-load locomotive's speed being less than the automatic train protection system's permitted speed (atp_cmdv) and less than the train's air brake transmission speed threshold. The train's air brake transmission speed threshold is determined by the locomotive's deceleration a2 after air brake application, the required electric brake hold time t after air brake removal, and a preset speed constant. Optionally, when the locomotive weighs over 10,000 tons, a train speed less than 30 km / h triggers the air brake's inability to release the brake, so the preset speed constant can be 30 km / h. Therefore, the train's air brake transmission speed threshold is equal to 30 km / h + a2*t.

[0064] In an embodiment of the present invention, for the same position, the speed limit value of the ATP allowed speed curve at that position is greater than the speed limit value of the original speed curve at that position. When the current speed of the heavy-loaded locomotive meets the above-mentioned preset conditions, the original speed limit curve is modified to the allowed speed curve, which is equivalent to increasing the speed limit value of each position point. This can ensure that the air brake is triggered during the parking process and the vehicle stops in advance.

[0065] Example 3

[0066] Figure 3 This is a schematic diagram of the structure of a speed limit curve optimization device provided by an embodiment of the present invention. This embodiment is applicable to scenarios where heavy-load locomotive operation control is required, typically, to avoid triggering air brakes when controlling heavy-load locomotives passing through phase separation zones, such as Figure 3 As shown, the device includes:

[0067] The position estimation module 301 is used to determine the speed limit raising point corresponding to the phase separation zone according to the estimated starting position of the phase separation zone in front of the heavy-loaded locomotive and the slope of the phase separation zone;

[0068] A calculation module 302 is configured to calculate a strictest target position ahead of the speed limit raising point and a strictest speed limit value corresponding to the strictest target position; wherein the strictest target position is the position at which the heavy-loaded locomotive is to be decelerated when decelerating in accordance with the safest deceleration method;

[0069] a position relationship determination module 303 for determining the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone based on the strictest target position and the strictest speed limit value, in combination with the speed limit value corresponding to the estimated starting position in the original speed limit curve and the acceleration of the original speed limit curve;

[0070] A first speed calculation module 304 is configured to determine, based on the relative position relationship, the locomotive speed of the heavy-load locomotive after it exits the phase separation zone when the air brake is not triggered in the phase separation zone;

[0071] The second speed calculation module 305 is used to determine the latest speed limit value of the speed limit raising point according to the locomotive speed, the slope and the length of the phase separation zone;

[0072] The third speed calculation module 306 is used to determine the latest speed limit value of the heavy-load locomotive at the current position according to the latest speed limit value of the speed limit raising point, and optimize the original speed limit curve according to the latest speed limit value of the current position.

[0073] In an optional implementation, the position estimation module 301 is specifically configured to:

[0074] Determining an acceleration corresponding to the slope of the phase separation zone, and determining a maximum acceleration of the heavy-load locomotive at the slope of the phase separation zone based on the acceleration corresponding to the slope of the phase separation zone and in combination with the acceleration of the heavy-load locomotive under maximum electric braking force, the acceleration generated by the basic operating resistance of the heavy-load locomotive, and the acceleration of the original speed limit curve;

[0075] In response to the maximum acceleration being less than zero, taking the estimated starting position as a speed limit raising point corresponding to the phase separation zone;

[0076] In response to the maximum acceleration being greater than zero, a moving distance of the estimated starting position is calculated, and a speed limit raising point corresponding to the phase separation zone is determined according to the moving distance and the estimated starting position.

[0077] In an optional implementation, the calculation module 302 is specifically configured to:

[0078] Calculating the speed limit value of the speed limit raising point according to different deceleration point positions and the speed limit values ​​corresponding to the different deceleration point positions;

[0079] The minimum speed limit value of the speed limit raising point is determined, and the deceleration point position corresponding to the minimum value is used as the strictest target position, and the speed limit value at the deceleration point position corresponding to the minimum value is used as the strictest speed limit value.

[0080] In an optional implementation, the position relationship determination module 303 is specifically configured to:

[0081] Determining a starting position of the deceleration zone according to the strictest target position, the strictest speed limit value, the speed limit value corresponding to the estimated starting position in the original speed limit curve, and the acceleration of the original speed limit curve;

[0082] Determining the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone according to the starting position of the deceleration zone, the speed limit raising point corresponding to the phase separation zone, and the ending position of the phase separation zone;

[0083] The relative relationship includes that the phase separation zone is in a constant speed zone, the phase separation zone is in a deceleration zone, the estimated starting position of the phase separation zone is in a constant speed zone, and the ending position of the phase separation zone is in a deceleration zone.

[0084] In an optional implementation, the first speed calculation module 304 is specifically configured to:

[0085] If the phase separation zone is in the deceleration zone or the estimated starting position of the phase separation zone is in the constant speed zone and the ending position of the phase separation zone is in the deceleration zone, and the maximum acceleration is less than zero, then the locomotive speed of the heavy-loaded locomotive after exiting the phase separation zone without triggering air braking is determined based on the most stringent target position, the most stringent speed limit value, the ending position of the phase separation zone and the acceleration of the original speed limit curve; or

[0086] If the phase separation zone is in the deceleration zone or the estimated starting position of the phase separation zone is in the constant speed zone and the end position of the phase separation zone is in the deceleration zone, and the maximum acceleration is greater than zero, then the locomotive speed of the heavy-loaded locomotive after exiting the phase separation zone without triggering air braking is determined based on the most stringent target position, the most stringent speed limit value, the end position of the phase separation zone, the acceleration of the original speed limit curve, the acceleration of the heavy-loaded locomotive under the maximum electric braking force and the acceleration corresponding to the slope of the phase separation zone.

[0087] In an optional implementation, the first speed calculation module 304 is specifically configured to:

[0088] If the phase separation zone is in a constant speed zone and the maximum acceleration is less than zero, the speed limit value corresponding to the estimated starting position in the original speed limit curve is used as the locomotive speed of the heavy-loaded locomotive after it exits the phase separation zone without triggering air braking; or

[0089] If the phase separation zone is in a constant speed zone and the maximum acceleration is greater than zero, the locomotive speed of the heavy-loaded locomotive after exiting the phase separation zone without triggering air braking is determined based on the speed limit value corresponding to the estimated starting position in the original speed limit curve, the acceleration of the heavy-loaded locomotive under the maximum electric braking force, and the acceleration corresponding to the slope of the phase separation zone.

[0090] In an optional implementation, the apparatus further includes:

[0091] The permissible speed curve acquisition module is used to obtain the permissible speed curve planned by the automatic train protection system;

[0092] an optimization module, configured to modify an original speed limit curve into the allowable speed curve in response to a current vehicle speed satisfying a preset condition;

[0093] Among them, the preset conditions include that the speed of the heavy-loaded locomotive is less than the speed allowed by the train automatic protection system and less than the train air brake transmission speed threshold; the train air brake transmission speed threshold is determined by the locomotive deceleration after the air brake is applied, the time required to maintain the electric brake after the air brake is released, and the preset speed constant.

[0094] The speed limit curve optimization device provided in the embodiment of the present invention can execute the speed limit curve optimization method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0095] Example 4

[0096] Figure 4 A schematic diagram of the structure of an electronic device 10 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0097] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., which is communicatively connected to the at least one processor 11. The memory stores a computer program that can be executed by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 into the random access memory (RAM) 13. Various programs and data required for the operation of the electronic device 10 can also be stored in the RAM 13. The processor 11, ROM 12, and RAM 13 are connected to each other via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0098] Multiple components in the electronic device 10 are connected to the I / O interface 15, including an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0099] The processor 11 may be any general-purpose and / or specialized processing component with processing and computing capabilities. Examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any other suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as executing the speed limit curve optimization method.

[0100] In some embodiments, the speed limit curve optimization method can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the speed limit curve optimization method described above can be performed. Alternatively, in other embodiments, the processor 11 can be configured to execute the speed limit curve optimization method in any other appropriate manner (for example, by means of firmware).

[0101] Various embodiments of the systems and techniques described above can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0102] Computer programs for implementing the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable speed limit curve optimization device, so that when executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer programs can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0103] In the context of the present invention, computer-readable storage media can be tangible media that can contain or store a computer program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Computer-readable storage media can include but are not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, computer-readable storage media can be machine-readable signal media. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0104] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0105] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0106] A computing system may include clients and servers. The clients and servers are typically remote from each other and typically interact via a communication network. This client-server relationship arises through computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host. This server is a hosting product within the cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosting and VPS services.

[0107] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0108] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A speed limit curve optimization method, characterized in that: include: Determining a speed limit raising point corresponding to the phase separation zone according to an estimated starting position of the phase separation zone ahead of the heavy-load locomotive and the slope of the phase separation zone; Calculating a strictest target position ahead of the speed limit raising point and a strictest speed limit value corresponding to the strictest target position; wherein the strictest target position refers to the position at which the heavy-load locomotive is to be decelerated when decelerating in accordance with the safest deceleration method; Determining the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone based on the strictest target position and the strictest speed limit value, and in combination with the speed limit value corresponding to the estimated starting position in the original speed limit curve and the acceleration of the original speed limit curve; Based on the relative position relationship, determining a locomotive speed of the heavy-load locomotive after exiting the phase separation zone when air braking is not triggered in the phase separation zone; determining a latest speed limit value of the speed limit raising point according to the locomotive speed, the slope and the length of the phase separation zone; According to the latest speed limit value of the speed limit raising point, the latest speed limit value of the heavy-load locomotive at the current position is determined, and the original speed limit curve is optimized according to the latest speed limit value of the current position.

2. The method according to claim 1, characterized in that The step of determining the speed limit raising point corresponding to the phase separation zone according to the estimated starting position of the phase separation zone ahead of the heavy-load locomotive and the slope of the phase separation zone includes: Determining an acceleration corresponding to the slope of the phase separation zone, and determining a maximum acceleration of the heavy-load locomotive at the slope of the phase separation zone based on the acceleration corresponding to the slope of the phase separation zone and in combination with the acceleration of the heavy-load locomotive under maximum electric braking force, the acceleration generated by the basic operating resistance of the heavy-load locomotive, and the acceleration of the original speed limit curve; In response to the maximum acceleration being less than zero, taking the estimated starting position as a speed limit raising point corresponding to the phase separation zone; In response to the maximum acceleration being greater than zero, a moving distance of the estimated starting position is calculated, and a speed limit raising point corresponding to the phase separation zone is determined according to the moving distance and the estimated starting position.

3. The method according to claim 1, characterized in that The calculating the strictest target position ahead of the speed limit raising point and the strictest speed limit value corresponding to the strictest target position includes: Calculating the speed limit value of the speed limit raising point according to different deceleration point positions and the speed limit values ​​corresponding to the different deceleration point positions; The minimum speed limit value of the speed limit raising point is determined, and the deceleration point position corresponding to the minimum value is used as the strictest target position, and the speed limit value at the deceleration point position corresponding to the minimum value is used as the strictest speed limit value.

4. The method according to claim 2, characterized in that The determining of the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone based on the strictest target position and the strictest speed limit value, in combination with the speed limit value corresponding to the estimated starting position in the original speed limit curve and the acceleration of the original speed limit curve, includes: Determining a starting position of the deceleration zone according to the strictest target position, the strictest speed limit value, the speed limit value corresponding to the estimated starting position in the original speed limit curve, and the acceleration of the original speed limit curve; Determining the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone according to the starting position of the deceleration zone, the speed limit raising point corresponding to the phase separation zone, and the ending position of the phase separation zone; The relative position relationship includes that the phase separation zone is in a constant speed zone, the phase separation zone is in a deceleration zone, the estimated starting position of the phase separation zone is in a constant speed zone, and the ending position of the phase separation zone is in a deceleration zone.

5. The method according to claim 4, characterized in that The determining, based on the relative position relationship, the locomotive speed of the heavy-load locomotive after exiting the phase separation zone when the air brake is not triggered in the phase separation zone includes: If the phase separation zone is in the deceleration zone or the estimated starting position of the phase separation zone is in the constant speed zone and the ending position of the phase separation zone is in the deceleration zone, and the maximum acceleration is less than zero, then the locomotive speed of the heavy-loaded locomotive after exiting the phase separation zone without triggering air braking is determined based on the most stringent target position, the most stringent speed limit value, the ending position of the phase separation zone and the acceleration of the original speed limit curve; or If the phase separation zone is in the deceleration zone or the estimated starting position of the phase separation zone is in the constant speed zone and the end position of the phase separation zone is in the deceleration zone, and the maximum acceleration is greater than zero, then the locomotive speed of the heavy-loaded locomotive after exiting the phase separation zone without triggering air braking is determined based on the most stringent target position, the most stringent speed limit value, the end position of the phase separation zone, the acceleration of the original speed limit curve, the acceleration of the heavy-loaded locomotive under the maximum electric braking force and the acceleration corresponding to the slope of the phase separation zone.

6. The method according to claim 4, characterized in that The determining, based on the relative position relationship, the locomotive speed of the heavy-load locomotive after exiting the phase separation zone when the air brake is not triggered in the phase separation zone includes: If the phase separation zone is in a constant speed zone and the maximum acceleration is less than zero, the speed limit value corresponding to the estimated starting position in the original speed limit curve is used as the locomotive speed of the heavy-loaded locomotive after it exits the phase separation zone without triggering air braking; or If the phase separation zone is in a constant speed zone and the maximum acceleration is greater than zero, the locomotive speed of the heavy-loaded locomotive after exiting the phase separation zone without triggering air braking is determined based on the speed limit value corresponding to the estimated starting position in the original speed limit curve, the acceleration of the heavy-loaded locomotive under the maximum electric braking force, and the acceleration corresponding to the slope of the phase separation zone.

7. The method according to claim 1, characterized in that The method further comprises: Obtain the permissible speed curve planned by the automatic train protection system; In response to the current vehicle speed satisfying a preset condition, modifying the original speed limit curve to the allowable speed curve; Among them, the preset conditions include that the speed of the heavy-loaded locomotive is less than the speed allowed by the train automatic protection system and less than the train air brake transmission speed threshold; the train air brake transmission speed threshold is determined by the locomotive deceleration after the air brake is applied, the time required to maintain the electric brake after the air brake is released, and the preset speed constant.

8. A speed limit curve optimization device, characterized in that: include: A position estimation module is used to determine a speed limit raising point corresponding to the phase separation zone according to an estimated starting position of the phase separation zone ahead of the heavy-load locomotive and the slope of the phase separation zone; a calculation module, configured to calculate a strictest target position ahead of the speed limit raising point and a strictest speed limit value corresponding to the strictest target position; wherein the strictest target position refers to a position at which the heavy-loaded locomotive is to be decelerated when decelerating in accordance with the safest deceleration method; a position relationship determination module, configured to determine the relative positional relationship between the phase separation zone and the deceleration zone and the constant speed zone based on the strictest target position and the strictest speed limit value, in combination with the speed limit value corresponding to the estimated starting position in the original speed limit curve and the acceleration of the original speed limit curve; A first speed calculation module is configured to determine, based on the relative position relationship, a locomotive speed of the heavy-load locomotive after the heavy-load locomotive exits the phase separation zone when the air brake is not triggered in the phase separation zone; a second speed calculation module, configured to determine a latest speed limit value of the speed limit raising point according to the locomotive speed, the slope and the length of the phase separation zone; The third speed calculation module is used to determine the latest speed limit value of the heavy-load locomotive at the current position according to the latest speed limit value of the speed limit raising point, and optimize the original speed limit curve according to the latest speed limit value of the current position.

9. An electronic device, characterized in that: include: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor. The computer program is executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method according to any one of claims 1 to 7 when executed.

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