Train idle running distance determination method and device, electronic equipment and storage medium

Abstract

The invention relates to the technical field of rail transit, and provides a train idle running distance determination method and device, electronic equipment and a storage medium. According to the method, first gradient information within a train length range at a target moment is obtained, a first average gradient is determined according to the first gradient information, and a first idle running distance of a train is determined based on the first average gradient by using a train safety braking model; then acquiring a train length range at a target moment and second gradient information from the train head to the first idle running distance range, determining a second average gradient according to the second gradient information, and determining a second idle running distance of the train based on the second average gradient by utilizing a train safety braking model; when the first idle running distance and the second idle running distance meet the preset conditions, the idle running distance of the train at the target moment is determined based on the second idle running distance, real-time and high-precision calculation of the idle running distance of the train is achieved, and the running efficiency is improved on the premise that safe running of the train is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a method, device, electronic device and storage medium for determining the idle running distance of a train. Background Art

[0002] Urban rail is a type of rail transit between high-speed rail and urban rail transit. In addition to the large-volume characteristics of rail transit systems, compared with high-speed rail, urban rail has a larger proportion of commuter passenger flow and a higher service frequency; compared with urban rail transit, urban rail has a longer average station distance and faster speed. Therefore, urban rail is mostly built in a combination of elevated and tunnel according to operational needs, so the slope change of urban rail is greater than that of high-speed rail and subway.

[0003] Since the slope change will directly affect the calculation of the idle running distance in the train control system, it is necessary to optimize the calculation method of the slope value in the idle running distance to adapt to the specific scenario of large slope changes in urban rail. Summary of the invention

[0004] In view of this, an embodiment of the present application provides a method, device, electronic device and storage medium for determining the idle distance of a train to solve the problem of insufficient accuracy in calculating the idle distance of a train in the prior art.

[0005] According to a first aspect of an embodiment of the present application, a method for determining an idle distance of a train is provided, comprising:

[0006] Acquire first slope information within the train length range at the target time, and determine a first average slope according to the first slope information;

[0007] Determining a first idle distance of the train based on a first average slope by using a train safety braking model;

[0008] Obtaining second slope information within the range of the train length at the target time and the range from the train head to the first empty running distance, and determining a second average slope according to the second slope information;

[0009] Determining a second idle distance of the train based on a second average slope by using a train safety braking model;

[0010] In response to determining that the first idling distance and the second idling distance satisfy a preset condition, an idling distance of the train at a target time is determined based on the second idling distance.

[0011] In some embodiments, the preset conditions include:

[0012] The second idling distance is less than or equal to the first idling distance; or

[0013] The difference between the second idling distance and the first idling distance is greater than zero and less than a preset distance threshold, and the change between the first slope value and the second slope value is less than a preset change threshold;

[0014] Among them, the first slope value is the slope value within the range of the distance from the front of the train to the second empty running distance, and the second slope value is the slope value within the range of the distance from the front of the train to the second empty running distance plus a preset distance threshold.

[0015] In some embodiments, determining the idling distance of the train at the target time based on the second idling distance includes:

[0016] In response to determining that the second idling distance is less than or equal to the first idling distance, the idling distance of the train at the target time is determined to be the second idling distance.

[0017] In some embodiments, determining the idling distance of the train at the target time based on the second idling distance includes:

[0018] In response to determining that the difference between the second idling distance and the first idling distance is greater than zero and less than a preset distance threshold, and the change in the first slope value and the second slope value is less than the preset change threshold, it is determined that the idling distance of the train at the target time is the sum of the second idling distance and the preset distance threshold.

[0019] In some embodiments, after determining the second idle travel distance, the method further includes:

[0020] In response to determining that the first idle running distance and the second idle running distance do not meet the preset conditions, obtaining updated second slope information within the target time train length range and the range from the train head to the second idle running distance, and determining an updated second average slope within the train length range according to the updated second slope information;

[0021] Determine an updated second idle distance of the train based on the updated second average slope by using the train safety braking model;

[0022] Iterative execution determines whether the first idling distance and the updated second idling distance meet the preset conditions. If not, the second slope information is updated, and the updated second average slope within the train length range is determined according to the updated second slope information, until the first idling distance and the updated second idling distance meet the preset conditions.

[0023] In some embodiments, determining the idle distance of the train based on the average slope using a train safety braking model includes:

[0024] Determine, based on the average slope, a first travel distance within a time range from when the automatic train protection system detects that the train is overspeeding to when an emergency braking command is output;

[0025] Determine a second travel distance of the train within a time range from receiving an emergency braking command to completing traction removal based on the average slope;

[0026] Determine a third travel distance of the train within the time range from completion of traction removal to start of emergency braking based on the average slope;

[0027] Determine, based on the average slope, a fourth travel distance of the train within a time range from when emergency braking is started to when the braking force reaches a preset braking threshold;

[0028] The sum of the first driving distance, the second driving distance, the third driving distance and the fourth driving distance is determined as the idle running distance of the train.

[0029] In some embodiments, determining the first travel distance within the time range from detecting train overspeed to outputting an emergency braking command based on the average slope includes:

[0030] Determine a first predicted speed, the first predicted speed being the difference between the initial speed of the train at the target time and the product of the gradient acceleration and the response time of the train automatic protection system, the gradient acceleration being the product of the sine value of the average gradient and the acceleration of gravity;

[0031] Determine a difference between the square of the first predicted speed and the square of the initial speed as a first difference;

[0032] determining half of the quotient of the first difference and the slope acceleration as a first driving distance;

[0033] Determining a second travel distance within the time range from when the train receives the emergency braking command to when the traction removal is completed based on the average slope includes:

[0034] Determine a second predicted speed, the second predicted speed being a difference between the first predicted speed and the product of the gradient acceleration and the train traction removal time;

[0035] determining a difference between the square of the second predicted speed and the square of the first predicted speed as a second difference;

[0036] determining half of the quotient of the second difference and the slope acceleration as the second driving distance;

[0037] The third travel distance of the train within the time range from the completion of traction removal to the start of emergency braking is determined based on the average slope, including:

[0038] Determine a third predicted speed, where the third predicted speed is the difference between the second predicted speed and the product of the gradient acceleration and the time from when the train cuts off traction to when the train brakes in an emergency;

[0039] determining a difference between the square of the third predicted speed and the square of the second predicted speed as a third difference;

[0040] determining half of the quotient of the third difference and the slope acceleration as a third driving distance;

[0041] Determining a fourth travel distance of the train within a time range from the start of applying emergency braking to the braking force reaching a preset braking threshold based on the average slope includes:

[0042] Determine a fourth predicted speed, where the fourth predicted speed is the difference between the third predicted speed and the product of the accumulated acceleration and the time from when the train starts to apply emergency braking to when the braking force reaches a preset braking threshold, and the accumulated slope is the sum of the train's emergency initial process deceleration and the slope acceleration;

[0043] determining a difference between the square of the fourth predicted speed and the square of the third predicted speed as a fourth difference;

[0044] A half of a quotient of the fourth difference and the accumulated acceleration is determined as a fourth driving distance.

[0045] According to a second aspect of an embodiment of the present application, a device for determining a train idle distance is provided, comprising:

[0046] An acquisition module is configured to acquire first slope information within a train length range at a target time, and determine a first average slope according to the first slope information;

[0047] A determination module is configured to determine a first idle distance of the train based on a first average slope by using a train safety braking model;

[0048] The acquisition module is further configured to acquire second slope information within the target time train length range and the train head to the first empty running distance range, and determine the second average slope according to the second slope information;

[0049] The determination module is further configured to determine a second idle distance of the train based on the second average slope by using a train safety braking model;

[0050] The determination module is also configured to determine the idling distance of the train at the target time based on the second idling distance in response to determining that the first idling distance and the second idling distance meet a preset condition.

[0051] According to a third aspect of an embodiment of the present application, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above method when executing the computer program.

[0052] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0053] Compared with the prior art, the embodiments of the present application have the following beneficial effects: the embodiments of the present application obtain first slope information within the length range of the train at the target time, determine a first average slope based on the first slope information, use a train safety braking model to determine a first idling distance of the train based on the first average slope, then obtain second slope information within the length range of the train at the target time and within the range from the train head to the first idling distance, determine a second average slope based on the second slope information, and use a train safety braking model to determine a second idling distance of the train based on the second average slope; and then, when the first idling distance and the second idling distance meet preset conditions, determine the idling distance of the train at the target time based on the second idling distance, thereby realizing real-time and high-precision calculation of the idling distance of the train and improving operation efficiency while ensuring safe operation of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0055] Figure 1 It is a flow chart of a method for determining the idle running distance of a train provided in an embodiment of the present application.

[0056] Figure 2 It is a flow chart of a method for determining the idling distance of a train at a target time based on the second idling distance provided in an embodiment of the present application.

[0057] Figure 3 It is a flow chart of another method for determining the idle running distance of a train provided in an embodiment of the present application.

[0058] Figure 4 It is a flow chart of a method for determining the idle running distance of a train based on the average slope using a train safety braking model provided in an embodiment of the present application.

[0059] Figure 5 It is a schematic diagram of the train safety braking model.

[0060] Figure 6 It is a schematic diagram of a train idling distance determination device provided in an embodiment of the present application.

[0061] Figure 7 It is a schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0062] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0063] A method and device for determining the idle running distance of a train according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0064] As mentioned above, urban railroads are mostly built in a combination of elevated and tunnels according to operational needs, so the slope changes of urban railroads are greater than those of high-speed rail and subway. Since the slope change will directly affect the calculation of the empty running distance in the train control system, it is necessary to optimize the calculation method of the slope value in the empty running distance to adapt to the specific scenario of large slope changes in urban railroads.

[0065] In related technologies, the train's idle distance is usually calculated using the average slope within the train's current driving permission range, or the most unfavorable slope of the entire line during the train's current travel. The former may cause safety hazards when the train travels to a section where the actual slope differs greatly from the average slope; the latter, although safer, will significantly reduce operational efficiency.

[0066] In view of this, an embodiment of the present application provides a method for determining the idle distance of a train, by obtaining first slope information within the length range of the train at a target time, determining a first average slope based on the first slope information, using a train safety braking model to determine the first idle distance of the train based on the first average slope, then obtaining second slope information within the length range of the train at the target time and within the range from the train head to the first idle distance, determining a second average slope based on the second slope information, and using a train safety braking model to determine the second idle distance of the train based on the second average slope, and then when the first idle distance and the second idle distance meet preset conditions, determining the idle distance of the train at the target time based on the second idle distance, thereby realizing real-time and high-precision calculation of the train idle distance, and improving operation efficiency while ensuring safe operation of the train.

[0067] Figure 1 FIG. 1 is a flow chart of a method for determining the idle distance of a train provided in an embodiment of the present application. Figure 1 As shown, the method comprises the following steps:

[0068] In step S101, first slope information within the train length range at the target time is obtained, and a first average slope is determined according to the first slope information.

[0069] In step S102, a first idling distance of the train is determined based on a first average slope using a train safety braking model.

[0070] In step S103, the second slope information within the range of the train length at the target time and the distance from the train head to the first empty running distance is obtained, and the second average slope is determined according to the second slope information.

[0071] In step S104, a second idling distance of the train is determined based on the second average slope using a train safety braking model.

[0072] In step S105, in response to determining that the first idling distance and the second idling distance meet a preset condition, the idling distance of the train at the target time is determined based on the second idling distance.

[0073] In some embodiments of the present application, the method may be executed by a train control system of a train, wherein the train may be an urban rail train, or other trains whose routes may have large slope changes, which is not limited here.

[0074] In certain embodiments of the present application, the train control system may obtain first slope information within a train length range at a target time and determine a first average slope based on the first slope information.

[0075] The target time may be any time during the train operation. The first slope information may be obtained by the train control system from the ground control center. In one example, the ground control center may obtain and save the slope information of the entire route of the train operation, and send the real-time slope information to the train control system according to the train positioning information.

[0076] For example, if the train reaches position A at time t, the ground control center can send the slope information of the entire train coverage range L from the rear to the front of the train at position A to the train control system, where L is the length of the train.

[0077] In actual operation, if the train is currently traveling on a route with a gradient, the first gradient information may include multiple gradient values, and the average of the multiple gradient values ​​may be used as the first average gradient. 段1 , G 段2 and G 段3 , and G 段1 The corresponding section length is L 段1 , G 段2 The corresponding section length is L 段2 , G 段3 The corresponding section length is L 段3 , L 段1 +L 段2 +L 段3=L, then the first average slope G 坡度1 It can be expressed as: G 坡度1 =(L 段1 *G 段1 +L 段2 *G 段2 +L 段3 *G 段3 ) / L.

[0078] On the other hand, if the train is currently traveling on a route section where there is no gradient fluctuation, the first gradient information may include a single gradient value, in which case the single gradient value may be directly used as the first average gradient.

[0079] In some embodiments of the present application, the train control system may utilize a train safety braking model to determine a first idling distance of the train based on the first average slope.

[0080] After determining the first idling distance, the train control system can also obtain the second slope information within the target time train length range and the range from the train head to the first idling distance, and determine the second average slope according to the second slope information.

[0081] That is to say, after the first idle running distance is determined, the average value of the slope values ​​of each section within the range from the rear of the train to the front of the train to the first idle running distance can be calculated to obtain the second average slope.

[0082] In some embodiments of the present application, the train control system may utilize a train safety braking model to determine a second idling distance of the train based on the second average slope.

[0083] If the train control system determines that the first idling distance and the second idling distance meet the preset conditions, the idling distance of the train at the target time can be determined based on the second idling distance.

[0084] According to the technical solution provided in the embodiment of the present application, by obtaining the first slope information within the train length range at the target time, determining the first average slope according to the first slope information, using the train safety braking model to determine the first idling distance of the train based on the first average slope, then obtaining the second slope information within the train length range at the target time and within the range from the train head to the first idling distance, determining the second average slope according to the second slope information, and using the train safety braking model to determine the second idling distance of the train based on the second average slope, and then when the first idling distance and the second idling distance meet preset conditions, determining the idling distance of the train at the target time based on the second idling distance, thereby realizing real-time and high-precision calculation of the train idling distance, and improving operation efficiency while ensuring safe operation of the train.

[0085] In some embodiments of the present application, the preset conditions may include: the second idling distance is less than or equal to the first idling distance; or the difference between the second idling distance and the first idling distance is greater than zero and less than a preset distance threshold, and the change in the first slope value and the second slope value is less than a preset change threshold.

[0086] Among them, the first slope value is the slope value within the range of the distance from the front of the train to the second empty running distance, and the second slope value is the slope value within the range of the distance from the front of the train to the second empty running distance plus a preset distance threshold.

[0087] That is to say, if the first idling distance and the second idling distance meet any of the following conditions, it can be determined that they meet the preset conditions: the second idling distance is less than or equal to the first idling distance; or the second idling distance is greater than the first idling distance, the difference between the second idling distance and the first idling distance is less than the preset distance threshold, and the change in the first slope value and the second slope value is less than the preset change threshold.

[0088] The preset distance threshold can be set according to actual needs and is not limited here. In one example, the preset distance threshold can be set to 0.5 meters. At the same time, the preset change threshold can also be set according to actual needs, and the preset change threshold is used to ensure that the slope value within the second empty walking distance range is substantially the same as the slope value within the second empty walking distance plus the preset change threshold range.

[0089] Figure 2 is a flow chart of a method for determining the idling distance of a train at a target time based on the second idling distance provided in an embodiment of the present application. Figure 2 As shown, the method comprises the following steps:

[0090] In step S201, in response to determining that the second idling distance is less than or equal to the first idling distance, the idling distance of the train at the target time is determined to be the second idling distance.

[0091] In step S202, in response to determining that the difference between the second idling distance and the first idling distance is greater than zero and less than a preset distance threshold, and the change in the first slope value and the second slope value is less than the preset change threshold, it is determined that the idling distance of the train at the target time is the sum of the second idling distance and the preset distance threshold.

[0092] In some embodiments of the present application, if it is determined that the second empty distance is less than or equal to the first empty distance, the second empty distance can be used as the empty distance of the train at the target time.

[0093] On the other hand, if it is determined that the difference between the second idling distance and the first idling distance is greater than zero and less than the preset distance threshold, and the change in the first slope value and the second slope value is less than the preset change threshold, then the sum of the second idling distance and the preset distance threshold can be used as the idling distance of the train at the target time.

[0094] That is, if the first empty running distance is recorded as S1, the second empty running distance is recorded as S2, and the empty running distance of the train at the target time is recorded as S 空 , the preset distance threshold is recorded as S th , if S2<=S1, then S 空 =S2.

[0095] Or, if S2>S1, (S2-S1) th , and the area between the front of the train and S2 is the same as the area between the front of the train and S2+S th The slope value within the range remains basically unchanged, then S 空 =S2+S th .

[0096] Figure 3 It is a flow chart of another method for determining the idle running distance of a train provided in an embodiment of the present application.

[0097] in, Figure 3 Steps S301 to S304 in the embodiment shown are Figure 1 Steps S101 to S104 in the illustrated embodiment are substantially the same, and Figure 3 Step S308 in the illustrated embodiment is Figure 1 Step S105 in the illustrated embodiment is substantially the same and will not be described in detail herein. Figure 3 As shown, the method also includes the following steps:

[0098] In step S305, in response to determining that the first idle running distance and the second idle running distance do not meet the preset conditions, the updated second slope information within the target time train length range and the range from the train head to the second idle running distance is obtained, and the updated second average slope within the train length range is determined based on the updated second slope information.

[0099] In step S306, the train safety braking model is used to determine the updated second idle distance of the train based on the updated second average slope.

[0100] In step S307, iterative execution determines whether the first idling distance and the updated second idling distance meet the preset conditions. If not, the second slope information is updated, and the updated second average slope within the train length range is determined based on the updated second slope information, until the first idling distance and the updated second idling distance meet the preset conditions.

[0101] ​In certain embodiments of the present application, if the first empty running distance and the second empty running distance do not meet the preset conditions, the updated second slope information within the target time train length range and the train head to the second empty running distance range can be obtained, and the updated second average slope within the train length range is determined according to the updated second slope information, and then the updated second empty running distance of the train is determined. Next, iterative execution determines whether the first empty running distance and the updated second empty running distance meet the preset conditions, if not, the second slope information is updated, and the updated second average slope within the train length range is determined according to the updated second slope information, until the first empty running distance and the updated second empty running distance meet the preset conditions.

[0102] That is to say, when it is determined that the first empty running distance and the second empty running distance do not meet the preset conditions, the train control system can obtain the slope value within the L+S2 distance range from the rear of the train to the front of the train as the updated second slope information. Then, the average value of each slope value in the updated second slope information is calculated as the updated second average slope. The updated second empty running distance of the train is calculated based on the updated second average slope. After that, it is judged again whether the first empty running distance and the updated second empty running distance meet the preset conditions. If not, the second average slope and the second empty running distance are continuously updated until the first empty running distance and the updated second empty running distance meet the preset conditions.

[0103] Figure 4 1 is a flow chart of a method for determining the idle running distance of a train based on the average slope using a train safety braking model provided in an embodiment of the present application. Figure 4 As shown, the method comprises the following steps:

[0104] In step S401, a first travel distance within a time range from when the automatic train protection system detects that the train is speeding to when an emergency braking command is output is determined based on the average slope.

[0105] In step S402, a second travel distance of the train within the time range from receiving the emergency braking command to completing the traction removal is determined based on the average slope.

[0106] In step S403, a third travel distance of the train within the time range from completion of traction removal to start of application of emergency braking is determined based on the average slope.

[0107] In step S404, a fourth travel distance of the train within a time range from the start of applying emergency braking to the braking force reaching a preset braking threshold is determined based on the average slope.

[0108] In step S405, the sum of the first driving distance, the second driving distance, the third driving distance and the fourth driving distance is determined as the idle distance of the train.

[0109] In some embodiments of the present application, the idling distance of the train is determined based on the average slope using a train safety braking model, which may be: determining, based on the average slope, a first driving distance within the time range from when the train automatic protection system detects that the train is speeding to when an emergency braking command is output; determining, based on the average slope, a second driving distance within the time range from when the emergency braking command is received to when traction cut-off is completed; determining, based on the average slope, a third driving distance within the time range from when traction cut-off is completed to when emergency braking is started; determining, based on the average slope, a fourth driving distance within the time range from when emergency braking is started to when the braking force reaches a preset braking threshold; and finally, determining the sum of the first driving distance, the second driving distance, the third driving distance, and the fourth driving distance as the idling distance of the train.

[0110] Figure 5 It is a schematic diagram of the train safety braking model. Figure 5 As shown, the horizontal axis is the distance and the vertical axis is the train speed. If at the target time t, the train is located at the position of the train icon on the left side of the figure, then segment A is the reaction time of the on-board ATP (Automatic Train Protection), that is, the time from the on-board ATP detecting the train overspeed to the ATP outputting the emergency braking command to the train. Segment B is the time from the train receiving the ATP command to the train actually cutting off traction. Segment C is the time from the train cutting off traction to the train applying emergency braking. Segment D is the time required for the train to apply emergency braking from the beginning of emergency braking to the braking force applied to the preset braking threshold (for example, 90% size).

[0111] The A to D section is usually regarded as the empty running distance. The calculation of the empty running distance takes into account the following:

[0112] Response time and delay of ATP system (assuming the train is in coasting stage);

[0113] The response time and delay of the train braking system (assuming the train is in the coasting stage);

[0114] Under the most unfavorable conditions, the time from detection to overspeeding to cutting off traction;

[0115] The time required from the start of emergency braking to the application of 90% of the braking force;

[0116] Line slope.

[0117] That is, the calculation formula for the empty distance is: S 空走 =L2+L3+L4+L5.

[0118] In some embodiments of the present application, determining the first driving distance within the time range from monitoring the train overspeeding to outputting the emergency braking command based on the average slope may include: determining a first predicted speed, the first predicted speed being the difference between the initial speed of the train at the target time and the product of the slope acceleration and the response time of the train automatic protection system, the slope acceleration being the product of the sine value of the average slope and the acceleration of gravity; determining the difference between the square of the first predicted speed and the square of the initial speed as a first difference; and determining half of the quotient of the first difference and the slope acceleration as the first driving distance.

[0119] That is, L2 can be calculated using the following formula: L2 = (V1 2 -V 初始 2 ) / 2*a 坡度 , where V1 = V 初始 -a 坡度 *T ATP系统响应时间 , a 坡度 =g*sinG 坡度 , g is the acceleration due to gravity, G 坡度 is the average slope.

[0120] In other embodiments of the present application, determining the second driving distance of the train within the time range from receiving the emergency braking command to completing the traction cut-off time based on the average slope may include: determining a second predicted speed, the second predicted speed being the difference between the first predicted speed and the product of the slope acceleration and the train traction cut-off time; determining the difference between the square of the second predicted speed and the square of the first predicted speed as the second difference; and determining half of the quotient of the second difference and the slope acceleration as the second driving distance.

[0121] That is, L3 can be calculated using the following formula: L3 = (V2 2 -V1 2 ) / 2*a 坡度 , where V2 = V1-a 坡度 *T 列车牵引切除时间 .

[0122] In some other embodiments of the present application, determining the third driving distance of the train within the time range from completion of traction removal to start of emergency braking based on the average slope may include: determining a third predicted speed, wherein the third predicted speed is the difference between the second predicted speed and the product of the slope acceleration and the time from train traction removal to emergency braking; determining the difference between the square of the third predicted speed and the square of the second predicted speed as a third difference; and determining half of the quotient of the third difference and the slope acceleration as the third driving distance.

[0123] That is, L4 can be calculated using the following formula: L4 = (V3 2 -V2 2 ) / 2*a坡度 , where V3 = V2-a 坡度 *T 切除牵引至紧急制动时间 .

[0124] In some further embodiments of the present application, determining the fourth driving distance of the train within the time range from the start of emergency braking to the braking force reaching a preset braking threshold based on the average slope may include: determining a fourth predicted speed, the fourth predicted speed being the difference between the third predicted speed and the product of the cumulative acceleration and the time from the start of emergency braking of the train to the braking force reaching the preset braking threshold, the cumulative slope being the sum of the emergency initial process deceleration of the train and the slope acceleration; determining the difference between the square of the fourth predicted speed and the square of the third predicted speed as a fourth difference; and determining half of the quotient of the fourth difference and the cumulative acceleration as the fourth driving distance.

[0125] That is, L5 can be calculated using the following formula: L5 = (V4 2 -V3 2 ) / 2*(a 紧急初始过程减速度 +a 坡度 ), where V4 = V3 - (a 紧急初始过程减速度 +a 坡度 )*T 紧急制动至制动力达到预设制动阈值时间 .

[0126] Among them, T ATP系统响应时间 、T 列车牵引切除时间 、T 切除牵引至紧急制动时间 、T 紧急制动至制动力达到预设制动阈值时间 and a 紧急初始过程减速度 These are all train parameters. The train control system can pre-store these parameters or obtain these parameters from the ground control center.

[0127] By adopting the technical solution provided in the embodiment of the present application, the slope value of the train during travel can be calculated in real time, and then the train's idle running distance can be calculated, so that the calculated idle running distance can reflect the actual slope within the range of the train length and the idle running distance, thereby avoiding the use of pre-configured fixed values ​​or the use of the average slope within the driving permit range, which may cause unsafe or inaccurate conditions.

[0128] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0129] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0130] Figure 6 Schematic diagram of a train idle distance determination device provided in an embodiment of the present application. Figure 6 As shown, the device comprises:

[0131] The acquisition module 601 is configured to acquire first slope information within the train length range at the target time, and determine a first average slope according to the first slope information.

[0132] The determination module 602 is configured to determine a first idle distance of the train based on a first average slope by using a train safety braking model.

[0133] The acquisition module 601 is further configured to acquire the second slope information within the range of the train length at the target time and the range from the train head to the first empty running distance, and determine the second average slope according to the second slope information.

[0134] The determination module 602 is further configured to determine a second idle distance of the train based on the second average slope by using a train safety braking model.

[0135] The determination module 602 is further configured to determine the idling distance of the train at the target time based on the second idling distance in response to determining that the first idling distance and the second idling distance meet a preset condition.

[0136] According to the technical solution provided in the embodiment of the present application, by obtaining the first slope information within the train length range at the target time, determining the first average slope according to the first slope information, using the train safety braking model to determine the first idling distance of the train based on the first average slope, then obtaining the second slope information within the train length range at the target time and within the range from the train head to the first idling distance, determining the second average slope according to the second slope information, and using the train safety braking model to determine the second idling distance of the train based on the second average slope, and then when the first idling distance and the second idling distance meet preset conditions, determining the idling distance of the train at the target time based on the second idling distance, thereby realizing real-time and high-precision calculation of the train idling distance, and improving operation efficiency while ensuring safe operation of the train.

[0137] In some embodiments, the preset conditions include: the second idling distance is less than or equal to the first idling distance; or the difference between the second idling distance and the first idling distance is greater than zero and less than a preset distance threshold, and the change in the first slope value and the second slope value is less than a preset change threshold; wherein the first slope value is a slope value within the range from the front of the train to the second idling distance, and the second slope value is a slope value within the range from the front of the train to the second idling distance plus a preset distance threshold.

[0138] In some implementations, determining the idling distance of the train at the target time based on the second idling distance includes: in response to determining that the second idling distance is less than or equal to the first idling distance, determining the idling distance of the train at the target time to be the second idling distance.

[0139] In some embodiments, determining the idling distance of the train at the target time based on the second idling distance includes: in response to determining that the difference between the second idling distance and the first idling distance is greater than zero and less than a preset distance threshold, and the change in the first slope value and the second slope value is less than a preset change threshold, determining that the idling distance of the train at the target time is the sum of the second idling distance and the preset distance threshold.

[0140] In some embodiments, after determining the second idling distance, it also includes: in response to determining that the first idling distance and the second idling distance do not meet the preset conditions, obtaining the updated second slope information within the target time train length range and the range from the train head to the second idling distance, and determining the updated second average slope within the train length range according to the updated second slope information; using the train safety braking model to determine the updated second idling distance of the train based on the updated second average slope; iteratively executing to determine whether the first idling distance and the updated second idling distance meet the preset conditions, if not, updating the second slope information, and determining the updated second average slope within the train length range according to the updated second slope information, until the first idling distance and the updated second idling distance meet the preset conditions.

[0141] In some embodiments, a train safety braking model is used to determine the idling distance of a train based on an average slope, including: determining a first driving distance within the time range from when the train automatic protection system detects that the train is speeding to when an emergency braking command is output based on the average slope; determining a second driving distance within the time range from when the train receives the emergency braking command to when traction cut-off is completed based on the average slope; determining a third driving distance within the time range from when traction cut-off is completed to when emergency braking is started based on the average slope; determining a fourth driving distance within the time range from when emergency braking is started to when the braking force reaches a preset braking threshold based on the average slope; and determining the sum of the first driving distance, the second driving distance, the third driving distance, and the fourth driving distance as the idling distance of the train.

[0142] In some embodiments, determining a first driving distance within a time range from monitoring of train speeding to outputting an emergency braking command based on the average slope includes: determining a first predicted speed, the first predicted speed being the difference between the initial speed of the train at the target time and the product of the slope acceleration and the response time of the train automatic protection system, the slope acceleration being the product of the sine value of the average slope and the acceleration of gravity; determining the difference between the square of the first predicted speed and the square of the initial speed as a first difference; determining half of the quotient of the first difference and the slope acceleration as the first driving distance; determining a second driving distance within a time range from receiving an emergency braking command to completing traction removal based on the average slope includes: determining a second predicted speed, the second predicted speed being the difference between the first predicted speed and the product of the slope acceleration and the traction removal time of the train; determining the difference between the square of the second predicted speed and the square of the first predicted speed as a second difference; determining half of the quotient of the second difference and the slope acceleration as the second driving distance; based on the average slope Determine the third travel distance of the train within the time range from completion of traction removal to start of emergency braking, including: determine the third predicted speed, the third predicted speed is the difference between the second predicted speed and the product of the slope acceleration and the time from the removal of traction to the emergency braking of the train; determine the difference between the square of the third predicted speed and the square of the second predicted speed as the third difference; determine half of the quotient of the third difference and the slope acceleration as the third travel distance; determine the fourth travel distance of the train within the time range from the start of emergency braking to the braking force reaching a preset braking threshold based on the average slope, including: determine the fourth predicted speed, the fourth predicted speed is the difference between the third predicted speed and the product of the cumulative acceleration and the time from the start of emergency braking of the train to the braking force reaching the preset braking threshold, the cumulative slope is the sum of the train's emergency initial process deceleration and the slope acceleration; determine the difference between the square of the fourth predicted speed and the square of the third predicted speed as the fourth difference; determine half of the quotient of the fourth difference and the cumulative acceleration as the fourth travel distance.

[0143] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0144] Figure 7 Schematic diagram of an electronic device provided in an embodiment of the present application. Figure 7 As shown, the electronic device 7 of this embodiment includes: a processor 701, a memory 702, and a computer program 703 stored in the memory 702 and executable on the processor 701. When the processor 701 executes the computer program 703, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 701 executes the computer program 703, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0145] The electronic device 7 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 7 may include, but is not limited to, a processor 701 and a memory 702. Those skilled in the art will appreciate that Figure 7 The electronic device 7 is merely an example and does not limit the electronic device 7 , and may include more or less components than those shown in the figure, or different components.

[0146] The processor 701 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0147] The memory 702 may be an internal storage unit of the electronic device, for example, a hard disk or memory of the electronic device 7. The memory 702 may also be an external storage device of the electronic device 7, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 7. The memory 702 may also include both an internal storage unit of the electronic device 7 and an external storage device. The memory 702 is used to store computer programs and other programs and data required by the electronic device.

[0148] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0149] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. Computer-readable media may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0150] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for determining the idle distance of a train, characterized in that: include: Acquire first slope information within the train length range at the target time, and determine a first average slope according to the first slope information; Determining a first idle distance of the train based on the first average slope by using a train safety braking model; Acquire the second slope information within the target time train length range and the range from the train head to the first empty running distance, and determine the second average slope according to the second slope information; Determining a second idling distance of the train based on the second average slope by using a train safety braking model; In response to determining that the first idling distance and the second idling distance satisfy a preset condition, an idling distance of the train at the target time is determined based on the second idling distance.

2. The method according to claim 1, characterized in that: The preset conditions include: The second idling distance is less than or equal to the first idling distance; or The difference between the second idling distance and the first idling distance is greater than zero and less than a preset distance threshold, and the change between the first slope value and the second slope value is less than a preset change threshold; The first slope value is a slope value within the range from the front of the train to the second empty running distance, and the second slope value is a slope value within the range from the front of the train to the second empty running distance plus the preset distance threshold.

3. The method according to claim 2, characterized in that Determining the idling distance of the train at the target time based on the second idling distance includes: In response to determining that the second idling distance is less than or equal to the first idling distance, the idling distance of the train at the target time is determined to be the second idling distance.

4. The method according to claim 2, characterized in that: Determining the idling distance of the train at the target time based on the second idling distance includes: In response to determining that the difference between the second idling distance and the first idling distance is greater than zero and less than a preset distance threshold, and the change in the first slope value and the second slope value is less than a preset change threshold, it is determined that the idling distance of the train at the target time is the sum of the second idling distance and the preset distance threshold.

5. The method according to claim 1, characterized in that: After determining the second idling distance, the method further includes: In response to determining that the first idle running distance and the second idle running distance do not meet the preset condition, obtaining the updated second slope information within the target time train length range and the range from the train head to the second idle running distance, and determining the updated second average slope within the train length range according to the updated second slope information; Determining an updated second idle distance of the train based on the updated second average slope by using a train safety braking model; Iterative execution determines whether the first idling distance and the updated second idling distance meet the preset conditions. If not, the second slope information is updated, and the updated second average slope within the train length range is determined according to the updated second slope information, until the first idling distance and the updated second idling distance meet the preset conditions.

6. The method according to claim 1, characterized in that The train safety braking model is used to determine the train's idle running distance based on the average slope, including: Determine, based on the average slope, a first travel distance within a time range from when the automatic train protection system detects that the train is overspeeding to when an emergency braking command is output; Determine a second travel distance of the train within a time range from receiving an emergency braking command to completing traction removal based on the average slope; Determine a third travel distance of the train within the time range from completion of traction removal to start of emergency braking based on the average slope; Determine, based on the average slope, a fourth travel distance of the train within a time range from when emergency braking is started to when the braking force reaches a preset braking threshold; The sum of the first driving distance, the second driving distance, the third driving distance and the fourth driving distance is determined as the idle running distance of the train.

7. The method according to claim 6, characterized in that Determining the first travel distance within the time range from detecting the train overspeed to outputting the emergency braking command based on the average slope includes: Determine a first predicted speed, the first predicted speed being the difference between the initial speed of the train at the target time and the product of the gradient acceleration and the response time of the automatic train protection system, the gradient acceleration being the product of the sine value of the average gradient and the acceleration of gravity; Determine a difference between the square of the first predicted speed and the square of the initial speed as a first difference; determining half of a quotient of the first difference and the slope acceleration as the first driving distance; Determining a second travel distance within the time range from when the train receives the emergency braking command to when the traction removal is completed based on the average slope includes: Determining a second predicted speed, the second predicted speed being a difference between the first predicted speed and the product of the grade acceleration and the train traction removal time; determining a difference between the square of the second predicted speed and the square of the first predicted speed as a second difference; determining half of a quotient of the second difference and the slope acceleration as the second driving distance; The third travel distance of the train within the time range from the completion of traction removal to the start of emergency braking is determined based on the average slope, including: Determine a third predicted speed, wherein the third predicted speed is a difference between the second predicted speed and the product of the gradient acceleration and the time from when the train cuts off traction to when the train brakes in an emergency; determining a difference between the square of the third predicted speed and the square of the second predicted speed as a third difference; determining half of a quotient of the third difference and the slope acceleration as the third driving distance; Determining a fourth travel distance of the train within a time range from the start of applying emergency braking to the braking force reaching a preset braking threshold based on the average slope includes: Determine a fourth predicted speed, the fourth predicted speed being the difference between the third predicted speed and the product of the accumulated acceleration and the time from when the train starts to apply emergency braking to when the braking force reaches a preset braking threshold, and the accumulated slope being the sum of the train's emergency initial process deceleration and the slope acceleration; determining a difference between the square of the fourth predicted speed and the square of the third predicted speed as a fourth difference; A half of a quotient of the fourth difference and the accumulated acceleration is determined as the fourth driving distance.

8. A device for determining the idle distance of a train, characterized in that: include: An acquisition module is configured to acquire first slope information within a train length range at a target time, and determine a first average slope according to the first slope information; a determination module configured to determine a first idle distance of the train based on the first average slope by using a train safety braking model; The acquisition module is further configured to acquire second slope information within the target time train length range and within the range from the train head to the first empty running distance, and determine a second average slope according to the second slope information; The determination module is further configured to determine a second idle distance of the train based on the second average slope by using a train safety braking model; The determination module is further configured to determine the idling distance of the train at the target time based on the second idling distance in response to determining that the first idling distance and the second idling distance meet a preset condition.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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