Real-time calculation method and device for automatic driving target speed of train and medium

Abstract

The invention relates to a real-time calculation method and device for a train automatic driving target speed and a medium. The method comprises the steps that S1, a set of train automatic driving time adjustment target speed calculation configuration parameter sets without an electronic map is defined; s2, when the operation plan remaining distance and the operation plan remaining time received by the train become effective, an inter-station distance updating event is triggered; s3, when the target speed updating event triggering condition is met, the target speed original value and the initial train speed are updated; s4, adding offset to the original value of the target speed, and obtaining online calculation time to adjust the target speed; and S5, the ATO driving target speed is calculated according to the online calculated time adjusting target speed. Compared with the prior art, the method has the advantages that electronic map information does not need to be stored in advance, the method is suitable for a rail transit signal system vehicle-mounted computer to calculate the automatic driving target speed in real time, and the punctuality rate of train automatic driving operation is improved.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to a real-time calculation method, device and medium for automatic train driving target speed. Background Art

[0002] The automatic train operation system (ATO) needs to achieve smooth driving, accurate stopping, punctual arrival and energy-saving operation of the train under the premise of ensuring safety. Ensuring that the train runs on time according to the operation diagram can improve the level of railway transportation services; it can avoid the extra energy consumption caused by the early arrival of the train, the impact on passenger travel caused by the late arrival of the train, and the interference with the train operation plan (even at the road network level).

[0003] In the scenario of automatic train driving in urban rail transit, trains usually run on fixed lines / sections / routes, and the train formation and train model are also relatively fixed. The on-board computer of the signal system is pre-loaded with electronic map information of the train running route. Since urban rail transit has the characteristics of short station spacing (section length is usually about 1 to 2 km) and few train routes running on the main line (stations rarely have side tracks), the on-board electronic map information also stores relevant information to ensure the punctual operation of trains (such as the target speed corresponding to the running time of different sections, etc.). This information is usually pre-calculated offline through simulation tools. The on-board computer uses parameters such as train positioning, running tasks, and remaining planned time as input, and obtains an automatic driving punctual operation control strategy that meets the timetable requirements by searching the pre-stored data.

[0004] As for the train operation in the national railway field, compared with urban rail transit, the national railway lines have the characteristics of long intervals, multiple train routes, non-fixed train routes, and a variety of train models and flexible marshaling types (such as reconnection and mixed marshaling of different models). Therefore, in the existing signal system solution (CTCS-2 / 3), the on-board computer usually does not store electronic map information. The on-board computer obtains the electronic map (slope, speed limit) and operation plan of the line ahead in real time through beacons, wireless messages, etc. If the existing urban rail transit signal system solution is used as a reference, all the above information (such as the range of all CTCS-2 / 3 lines in the country where the EMU can operate) is stored after being arranged and combined, which requires a large on-board computer storage capacity and a highly complex search algorithm. If it involves the update of electronic maps and other information after operation, it is necessary to upgrade the data of all trains in the country, which also has a very large workload and consumes a lot of resources and costs. Therefore, in the field of automatic driving of national railway trains, it is difficult to simply refer to the electronic map of urban rail transit to store pre-calculated time adjustment information.

[0005] After searching CN113753103A, a train speed control method compatible with CTCS and urban standards is disclosed. The method includes obtaining the MRSP curve of the target section according to the section speed limit and the rear-end keeping strategy before the target train departs; obtaining the EBI curve according to the MRSP curve, the first preset speed interval and the kinematic model; obtaining the SBI curve according to the EBI curve and the second preset speed interval; calculating the alarm W curve according to the SBI curve, the first preset deceleration time and the second preset deceleration time; calculating the allowable speed P curve according to the SBI curve, the first preset deceleration time, the second preset deceleration time and the third preset deceleration time; during the operation of the target train, planning the target speed curve of the target train in real time according to the P curve and the preset impact rate threshold, so as to improve the speed limit and switching efficiency of the switching process between CTCS and urban standards. However, this existing patent involves the field of urban areas and national railway signaling system (CTCS-2), focusing on the calculation of target speed curves under the condition of ensuring safety, and solving the problem of needing to reduce train speed when switching between signaling systems in co-managed areas. However, this existing patent cannot achieve the real-time calculation of automatic driving target speed by the on-board computer of the rail transit signaling system without pre-storing electronic map information, thereby improving the punctuality rate of automatic driving operation of trains. Summary of the invention

[0006] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and to provide a real-time calculation method, device and medium for the target speed of automatic driving of trains. The on-board computer of the rail transit signal system calculates the target speed of automatic driving in real time without the need to pre-store electronic map information, thereby improving the punctuality rate of automatic driving operation of trains.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to a first aspect of the present invention, a method for real-time calculation of a target speed of an automatic train driving system is provided, the method comprising the following steps:

[0009] Step S1, defining a set of train automatic driving time adjustment target speed calculation configuration parameter sets without an electronic map;

[0010] Step S2: When the remaining distance and remaining time of the operation plan received by the train become valid, an inter-station distance update event is triggered;

[0011] Step S3, when the target speed update event triggering condition is met, the target speed original value and the initial train speed are updated;

[0012] Step S4, adding an offset to the original value of the target speed, and obtaining the time-adjusted target speed calculated online;

[0013] Step S5, calculating the ATO driving target speed based on the comfort factor and the time-adjusted target speed calculated online.

[0014] As a preferred technical solution, the configuration parameter set in step S1 includes the minimum target speed, the maximum and minimum station-to-station distances, multiple distance ratio and speed offset combinations for updating the target speed, an additional offset of the target speed for the skip stop plan, and a target speed reduction slope (acceleration).

[0015] As a preferred technical solution, step S2 specifically includes:

[0016] Step S21, updating the remaining distance at this time to the smaller value of the received operation plan distance and the configured maximum station spacing;

[0017] Step S22: Calculate the remaining distance evaluation point for updating the target speed according to the remaining distance updated in step S21 and the configured target speed update distance ratio.

[0018] As a preferred technical solution, the trigger condition for the target speed update event in step S3 is when the remaining distance of the train is greater than a preset minimum distance between stations.

[0019] As a preferred technical solution, when the remaining distance of the train is greater than the preset minimum distance between stations, it specifically includes the moment when the remaining distance and the remaining time of the train position operation plan become valid at the same time, or the moment when the remaining distance evaluation point is crossed, or the moment when the remaining time of the operation plan changes, or the moment when the remaining distance of the operation plan changes.

[0020] As a preferred technical solution, in step S3, the original value of the updated target speed is the average speed calculated by the remaining speed and the remaining time.

[0021] As a preferred technical solution, in step S3, the initial train speed is updated to the train speed value at the time when the original value of the target speed changes.

[0022] As a preferred technical solution, step S4 specifically includes:

[0023] Step S41, adding the speed offset to the original value of the train target speed to obtain the target speed value;

[0024] Step S42: if the current operation plan is a skip-stop plan, the target speed value obtained in S41 needs to be added with the target speed additional offset of the skip-stop plan;

[0025] Step S43: If the target speed obtained in S42 is lower than the configured minimum target speed, the target speed calculated in S42 needs to be set to the configured minimum target speed.

[0026] As a preferred technical solution, the speed offset in step S41 is specifically obtained as follows: according to the relationship between the current position of the train and the distance evaluation point used to update the target speed, the speed offset corresponding to the current evaluation point is obtained.

[0027] As a preferred technical solution, step S5 specifically includes:

[0028] When the initial train speed is not greater than the time-adjusted target speed calculated online, the ATO driving target speed is the time-adjusted target speed calculated online;

[0029] When the initial train speed is greater than the time-adjusted target speed calculated online, the ATO driving target speed will take the initial train speed as the initial value and decrease the slope according to the configured target speed until it drops to the time-adjusted target speed calculated online.

[0030] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0031] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] 1) The present invention provides an online calculation method for the on-time target speed of a train without pre-storing electronic map information in the on-board computer of the signal system, which overcomes the constraints of the prior art of relying on electronic map information and limited computing power of the on-board computer;

[0034] 2) The present invention can not only provide target speed for automatic driving of national railway trains without pre-stored electronic maps, but can also be applied to scenarios with known electronic maps; it can also be used as a driver assistance system to provide a recommended speed for the driver to manually drive the train on time;

[0035] 3) The present invention adopts an event-driven method, taking into account factors such as schedule changes, running distance changes, and running plan type changes. During the interval operation process, the target speed can be updated multiple times through trigger conditions, thereby enhancing the real-time, flexibility, and robustness of the system.

[0036] 4) The present invention has the characteristic of small computational complexity, is suitable for the limited computing resource environment of long and large sections and on-board embedded devices such as national railways, and has very strong engineering implementation feasibility. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1It is a flow chart of the calculation process of the method for adjusting the online time of train operation in an embodiment of the present invention;

[0038] Figure 2 A trend chart showing the change of the operation plan and remaining distance information over time used for calculation in an embodiment of the present invention;

[0039] Figure 3 It is a trend diagram of train speed, online time adjustment speed, and ATO driving target speed in an embodiment of the present invention. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are 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 creative work should fall within the scope of protection of the present invention.

[0041] Figure 1 This is a flow chart of the calculation process of the train operation online time adjustment method in an embodiment of the present invention. The specific process is as follows:

[0042] Step S1, defining a set of train automatic driving time adjustment target speed calculation configuration parameter sets that do not require an electronic map.

[0043] The set of configuration parameters defined therein includes the minimum target speed, the maximum station-to-station distance, the minimum station-to-station distance, the combination of five distance ratios (in descending order) and speed offsets used to update the target speed, the additional offset of the target speed for the skip-stop plan, and the slope of the target speed reduction.

[0044] refer to Figure 2 , introduces the inter-station distance update event triggering principle of the present invention.

[0045] Step S2: When the remaining distance of the operation plan and the remaining time of the operation plan received by the train become valid, an inter-station distance update event is triggered.

[0046] refer to Figure 2 As shown in the figure, in the high-speed rail ATO system, the train receives the ATO operation plan information package CTCS-41 and the station distance length information package CTCS-42 used by ATO through wireless communication. ATO needs to make subsequent time adjustment target speed online calculation only when both of the above two packets are valid. Therefore, considering that these two packets may not be received at the same time, the remaining distance and remaining time variables used here need to be logical variables maintained by the on-board software through train displacement and software time according to the time and position information at the time of receipt.

[0047] For example Figure 2 As shown in the figure, the remaining time of the operation plan received at 25.0s is valid for 255s, and the remaining distance of the operation plan received at 30.0s is valid for 5348.82m. At this time, both the remaining distance and the remaining time are valid, and online time adjustment calculation can be performed. At this time, the remaining time of the operation plan used for calculation becomes the logical variable 250s maintained by the software based on the remaining time of 255s received at 25.0s.

[0048] Step 201, update the remaining distance at this time to the smaller value of the received operation plan distance and the configured maximum station spacing; the remaining distance is 5348.82m, the configured maximum station spacing is 15000m, so the remaining distance used is 5348.82m.

[0049] Step 202, according to the remaining distance refreshed in step 201 and the configured target speed update distance ratio, calculate the remaining distance evaluation points for updating the target speed: for example, the configured ratios are 94%, 75%, 55%, 30%, and 15%. According to the remaining distance of 5348.817m, the evaluation point distances are 5027.89m, 4011.61m, 2941.85m, 1604.64m, and 802.32m.

[0050] Step S3: When the target speed update event triggering condition is met, the target speed original value and the initial train speed are updated.

[0051] Step S31, the trigger condition of the target speed update event is that when the remaining distance of the train is greater than the preset minimum distance between stations, the remaining distance and the remaining time of the train position operation plan become valid at the same time, or the remaining distance evaluation point is crossed, or the remaining time of the operation plan changes, or the remaining distance of the operation plan changes.

[0052] Step S32: The original value of the target speed is the average speed calculated by the remaining speed and the remaining time.

[0053] Step S33: Update the initial train speed to the train speed value at the time when the original value of the target speed changes.

[0054] like Figure 3 As shown in the figure, the online calculated time-adjusted target speed was updated 7 times in total, and the triggering reasons were:

[0055] (1) At 30.0s, the remaining distance and remaining time of the operation plan become valid at the same time;

[0056] (2) After the preset position evaluation points at 44.9s (94% position remaining), 82.1s (75% position remaining), 123.0s (55% position remaining), 176.2s (30% position remaining) and 211.5s (15% position remaining);

[0057] (3) The remaining time of the operation plan is adjusted to 110.0s, and the operation plan is reduced by 10s.

[0058] Step S4: adding an offset to the original value of the target speed to obtain the time-adjusted target speed calculated online.

[0059] Step S41, according to the relationship between the current position of the train and the distance evaluation point used to update the target speed, obtain the speed offset corresponding to the current evaluation point; add the original value of the train target speed to the offset to obtain the target speed value;

[0060] Step S42: if the current operation plan is a skip-stop plan, the target speed value obtained in S41 needs to be added with the target speed additional offset of the skip-stop plan;

[0061] Step S43: If the target speed obtained in S42 is lower than the configured minimum target speed, the target speed calculated in S42 needs to be set to the configured minimum target speed.

[0062] like Figure 3 As shown, for example, at 30.0s, the remaining distance and remaining time of the operation plan become valid at the same time. At this time, the original value of the target speed is 5348.82m / 250s=77.02km / h; considering that the offset configured at this time is 28km / h, and the operation plan type is to stop at the next station, the time-adjusted target speed calculated by the line is 77.02km / h+28km / h=105.02km / h.

[0063] Step S5: Considering the comfort factor, the ATO driving target speed is calculated by adjusting the target speed through online calculation.

[0064] Step S51: When the initial train speed is not greater than the time-adjusted target speed calculated online, the ATO driving target speed is the time-adjusted target speed calculated online; when the initial train speed is greater than the time-adjusted target speed calculated online, the ATO driving target speed will take the initial train speed as the initial value, and reduce the slope according to the configured target speed until it reaches the time-adjusted target speed calculated online.

[0065] like Figure 3As shown, taking the remaining 30% speed update at the 176.2s position as an example, after the update, the time-adjusted target speed calculated online becomes 80km / h. At this time, the train speed is 91.5km / h. Therefore, the initial train speed is greater than the time-adjusted target speed calculated online. The ATO driving target speed will use the initial train speed (91.5km / h) as the initial value, and reduce the slope (-0.3m / s2) according to the configured target speed, and drop to the time-adjusted target speed (80km / h) calculated online.

[0066] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0067] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0068] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0069] The processing unit performs the various methods and processes described above, such as methods S1 to S5. For example, in some embodiments, methods S1 to S5 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S5 in any other appropriate manner (e.g., by means of firmware).

[0070] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0071] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0072] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0073] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A real-time calculation method for target speed of automatic train driving, characterized in that: The method comprises the following steps: Step S1, defining a set of train automatic driving time adjustment target speed calculation configuration parameter sets without an electronic map; Step S2: When the remaining distance and remaining time of the operation plan received by the train become valid, an inter-station distance update event is triggered; Step S3, when the target speed update event triggering condition is met, the target speed original value and the initial train speed are updated; Step S4, adding an offset to the original value of the target speed, and obtaining the time-adjusted target speed calculated online; Step S5, calculating the ATO driving target speed based on the comfort factor and the time-adjusted target speed calculated online.

2. According to claim 1, a real-time calculation method for target speed of automatic train driving, characterized in that: The configuration parameter set in step S1 includes a minimum target speed, a maximum and a minimum station-to-station distance, a plurality of distance ratio and speed offset combinations for updating the target speed, an additional target speed offset for skip stop planning, and a target speed reduction slope.

3. According to claim 1, a real-time calculation method for target speed of automatic train driving, characterized in that: The step S2 specifically includes: Step S21, updating the remaining distance at this time to the smaller value of the received operation plan distance and the configured maximum station spacing; Step S22: Calculate the remaining distance evaluation point for updating the target speed according to the remaining distance updated in step S21 and the configured target speed update distance ratio.

4. According to claim 3, a real-time calculation method for target speed of automatic train driving is characterized in that: The trigger condition of the target speed update event in step S3 is when the remaining distance of the train is greater than the preset minimum distance between stations.

5. According to claim 4, a real-time calculation method for target speed of automatic train driving is characterized in that: When the remaining distance of the train is greater than the preset minimum distance between stations, it specifically includes the moment when the remaining distance and the remaining time of the train position operation plan become valid at the same time, or the moment when the remaining distance evaluation point is crossed, or the moment when the remaining time of the operation plan changes, or the moment when the remaining distance of the operation plan changes.

6. The method for real-time calculation of target speed of automatic train driving according to claim 4, characterized in that: In step S3, the original value of the target speed is updated to be the average speed calculated by the remaining speed and the remaining time.

7. The method for real-time calculation of target speed of automatic train driving according to claim 4, characterized in that: In step S3, the initial train speed is updated to the train speed value at the time when the original value of the target speed changes.

8. The method for real-time calculation of target speed of automatic train driving according to claim 3, characterized in that: The step S4 specifically includes: Step S41, adding the speed offset to the original value of the train target speed to obtain the target speed value; Step S42: if the current operation plan is a skip-stop plan, the target speed value obtained in S41 needs to be added with the target speed additional offset of the skip-stop plan; Step S43: If the target speed obtained in S42 is lower than the configured minimum target speed, the target speed calculated in S42 needs to be set to the configured minimum target speed.

9. The method for real-time calculation of target speed of automatic train driving according to claim 8, characterized in that: The speed offset in step S41 is specifically obtained as follows: according to the relationship between the current position of the train and the distance evaluation point used to update the target speed, the speed offset corresponding to the current evaluation point is obtained.

10. The method for real-time calculation of target speed of automatic train driving according to claim 3, characterized in that: The step S5 specifically includes: When the initial train speed is not greater than the time-adjusted target speed calculated online, the ATO driving target speed is the time-adjusted target speed calculated online; When the initial train speed is greater than the time-adjusted target speed calculated online, the ATO driving target speed will take the initial train speed as the initial value and decrease the slope according to the configured target speed until it drops to the time-adjusted target speed calculated online.

11. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 10 is implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 10 is implemented.

Images